Power mode switching method and device, electronic equipment and readable storage medium

Abstract

The invention relates to the technical field of vehicle control, and provides a power mode switching method and device, electronic equipment and a readable storage medium. The method comprises the steps of obtaining a current power mode of the vehicle; under the condition that the current power mode is the series connection mode and needs to be switched to the parallel connection mode from the series connection mode, after the actual torque of the engine and the actual torque of the generator are reduced, the mode of torque exchange between the engine and the driving motor is controlled to be switched to the parallel connection mode from the series connection mode; and under the condition that the current power mode is the parallel mode and the torque control activation condition needs to be switched from the parallel mode to the series mode, the mode of switching from the parallel mode to the series mode is controlled by increasing the power generation torque of the generator and then carrying out torque exchange between the generator and the driving motor. Potential safety hazards can be reduced, and the power performance is improved.

Description

Technical Field

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

[0002] Switching between series mode and parallel mode in the power mode of a hybrid vehicle can take into account the vehicle's dynamic performance while maximizing the vehicle's economy.

[0003] In the related art, switching between the series mode and the parallel mode is mostly performed by means of fixed torque exchange. However, this method has low power performance. Summary of the invention

[0004] In view of this, the embodiments of the present application provide a power mode switching method, device, electronic device and readable storage medium to solve the problem of low power performance during switching between series mode and parallel mode in the related art.

[0005] A first aspect of an embodiment of the present application provides a power mode switching method, comprising:

[0006] Get the current power mode of the vehicle, which is either series mode or parallel mode;

[0007] When the current power mode is the series mode and needs to be switched from the series mode to the parallel mode, the series mode is switched to the parallel mode through the first torque control mode, and the first torque control mode is to reduce the actual torque of the engine and the actual torque of the generator, and then perform torque exchange between the engine and the drive motor;

[0008] When the current power mode is the parallel mode and needs to be switched from the parallel mode to the series mode, the second torque control method is used to control the switch from the parallel mode to the series mode. The second torque exchange control method is to increase the power generation torque of the generator and then perform torque exchange between the generator and the drive motor.

[0009] According to a second aspect of an embodiment of the present application, a power mode switching device is provided, comprising:

[0010] An acquisition module is configured to acquire a current power mode of the vehicle, where the current power mode is a series mode or a parallel mode;

[0011] The first control module is configured to control the switching from the series mode to the parallel mode through a first torque control mode when the current power mode is the series mode and the series mode needs to be switched to the parallel mode. The first torque control mode is to perform torque exchange between the engine and the drive motor after reducing the actual torque of the engine and the actual torque of the generator;

[0012] The second control module is configured to control the switching from the parallel mode to the series mode through the second torque control method when the current power mode is the parallel mode and it is necessary to switch from the parallel mode to the series mode. The second torque exchange control method is to increase the power generation torque of the generator and then perform torque exchange between the generator and the drive motor.

[0013] According to a third aspect of an embodiment of the present application, an electronic device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the above method when executing the computer program.

[0014] According to a fourth aspect of an embodiment of the present application, a readable storage medium is provided, which stores a computer program, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0015] Compared with the prior art, the beneficial effects of the embodiments of the present application are: obtaining the current power mode of the vehicle, which is a series mode or a parallel mode. When the current power mode is the series mode and needs to be switched from the series mode to the parallel mode, the first torque control method is used to control the switching from the series mode to the parallel mode. The first torque control method is to reduce the actual torque of the engine and the actual torque of the generator, and then perform a torque exchange between the engine and the drive motor. The actual torque of the engine and the actual torque of the generator are first reduced, and then the torque is exchanged between the engine and the drive motor. This can ensure the overall power of the vehicle and avoid the safety hazards of long speed regulation time or speed regulation failure due to limited charging power of the generator. When the current power mode is the parallel mode and it is necessary to switch from the parallel mode to the series mode, the second torque control method is used to control the switch from the parallel mode to the series mode. The second torque exchange control method is to increase the power generation torque of the generator and then exchange torque between the generator and the drive motor. The parallel mode drive can be exited in time to improve the safety and power of the whole vehicle. In this way, the present application can adaptively determine to execute the first torque control method or the second torque control method according to the current power mode of the vehicle, so that the whole vehicle has the vehicle information and working condition identification capabilities, thereby improving the power and safety of the hybrid vehicle under different working conditions during the vehicle power mode switching process, and solving the problem of low power performance in the series-parallel switching process of the related technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application, 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 application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0017] Figure 1 It is a flowchart of a power mode switching method provided in an embodiment of the present application;

[0018] Figure 2 It is a schematic diagram of a flow chart of controlling switching from a series mode to a parallel mode through a first torque control method provided in an embodiment of the present application;

[0019] Figure 3 It is a schematic diagram of a flow chart of controlling the switching from the parallel mode to the series mode through the second torque control method provided in an embodiment of the present application;

[0020] Figure 4 is a schematic diagram of a power mode switching device provided in an embodiment of the present application;

[0021] Figure 5 It is a schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0022] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0023] A power mode switching method and device according to an embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0024] The power modes in hybrid vehicles include series mode and parallel mode. In the process of switching between series mode and parallel mode, the principle is consistent with the purpose of traditional transmission gear shifting, that is, it is necessary to take into account the power while maximizing the economy of the vehicle.

[0025] In the related art, the mode switching between the series mode and the parallel mode is usually performed by a fixed torque exchange method. However, when the parallel mode is entered when the engine charging power is limited, or when the parallel mode is exited due to emergency braking, the fixed torque exchange method has the risk of long speed regulation time or speed regulation failure or exiting parallel and dragging the engine backwards. The power is not high and there are certain safety hazards.

[0026] The present application provides a power mode switching method, which can identify whether the current power mode of the vehicle is a parallel mode or a series mode. When the charging power of the generator is limited, the engine can actively reduce the torque and shorten the synchronization time of the front and rear end speeds of the clutch to avoid speed regulation failure during the power mode switching process; when heavy braking is performed to exit the parallel mode, torque is exchanged between the generator and the drive motor, and the slope of the generator torque change can be corrected by the acceleration of the vehicle to avoid the risk of reverse dragging the engine when switching from the parallel mode to the series mode; in this way, different torque control modes (that is, adaptively selecting the first torque control mode or the second torque control mode) are adaptively selected according to the current power mode of the vehicle to achieve power mode switching and improve the overall vehicle power and safety.

[0027] Among them, in parallel mode, the engine can directly drive the wheels and also charge the battery as needed; the engine and drive motor can work together to provide greater power output for the wheels; the generator can charge the battery or assist the drive motor, and the drive motor can directly drive the vehicle's wheels or work with the engine.

[0028] In series mode, the engine is mainly used to drive the generator to generate electricity. The generator is driven by the engine and converts the mechanical energy generated by the engine into electrical energy to charge the battery or directly supply the drive motor. The drive motor receives electrical energy from the battery or generator and converts it into mechanical energy to directly drive the vehicle's wheels.

[0029] Figure 1 It is a flow chart of a power mode switching method provided in an embodiment of the present application. Figure 1 The power mode switching method can be executed by a vehicle controller, a terminal device or a server. Figure 1 As shown, the power mode switching method includes the following steps:

[0030] S101, obtaining a current power mode of the vehicle, the current power mode being a series mode or a parallel mode;

[0031] By acquiring the vehicle's current power mode, the entire vehicle is equipped with the ability to identify vehicle information and operating conditions, providing a data basis for adaptively selecting the torque control method during subsequent power mode switching.

[0032] S102: When the current power mode is the series mode and needs to be switched from the series mode to the parallel mode, control the switching from the series mode to the parallel mode by a first torque control method.

[0033] The first torque control method is to exchange torque between the engine and the drive motor after reducing the actual torque of the engine and the actual torque of the generator.

[0034] The first torque control mode may be to reduce the actual torque of the engine and the actual torque of the generator to prepare for the torque exchange, and then perform the torque exchange between the engine and the drive motor. In addition, in the process of reducing the actual torque of the engine and the actual torque of the generator, and performing the torque exchange between the engine and the drive motor, the actual torque of the engine, the actual torque of the generator, the torque output of the drive motor and other parameter information of the vehicle may be monitored in real time to make the torque exchange process smooth and safe.

[0035] In addition, due to the limited charging power of the generator, the power generation torque limit is low. At this time, if the generator is used to balance the actual torque of the engine and adjust the engine speed, it will cause the front and rear end speed synchronization adjustment time of the clutch to be long or even fail in speed regulation during the series mode to parallel mode switching process, resulting in mode switching failure. In order to quickly complete the front and rear end speed synchronization of the clutch, the engine torque is actively reduced to shorten the speed regulation time and reduce the risk of mode switching failure.

[0036] In the above process, the actual torque output of the generator can be reduced synchronously to match the torque change of the engine and perform stable power mode switching. Alternatively, after reducing the engine torque and generator torque, the torque exchange between the engine and the drive motor can be carried out through the engagement of the clutch to achieve smooth torque exchange.

[0037] If the vehicle does not need to switch from the series mode to the parallel mode, or the current power mode is not recognized as the series mode, the current power mode of the vehicle can be maintained.

[0038] In this way, through the first torque control method, that is, reducing the actual torque of the engine and the actual torque of the generator and then exchanging torque between the engine and the drive motor, it is possible to quickly complete the synchronization of the speeds of the front and rear ends of the clutch, avoiding the speed regulation time being too long or the speed regulation failure due to the limited charging power of the generator, thereby ensuring the overall power of the vehicle.

[0039] S103, when the current power mode is the parallel mode and needs to be switched from the parallel mode to the series mode, control the switching from the parallel mode to the series mode through a second torque control method.

[0040] The second torque exchange control method is to increase the power generation torque of the generator and then perform torque exchange between the generator and the drive motor.

[0041] Among them, in the process of switching from parallel mode to series mode, the torque exchange can be quickly completed by utilizing the fast torque response of the motor, and the clutch can be further opened to prevent the risk of rapid reduction in vehicle speed due to emergency braking in parallel mode and delayed clutch opening timing leading to reverse dragging of the engine; that is, in this process, the generator's power generation torque can be increased to balance the engine torque through the generator torque, and then the torque exchange between the generator and the drive motor can be carried out.

[0042] In addition, in the process of increasing the generator's power generation torque and exchanging torque between the generator and the drive motor, the actual torque of the engine, the actual torque of the generator, the torque output of the drive motor and other parameter information of the vehicle can be monitored in real time to make the torque exchange process smooth and safe.

[0043] If there is no need to switch from the parallel mode to the series mode, or the current power mode is not recognized as the parallel mode, the current power mode of the vehicle can be maintained.

[0044] In addition, based on the vehicle's mode switching parameter information and driving requirements, a decision can be made as to whether it is necessary to switch from the series mode to the parallel mode, or from the parallel mode to the series mode; if it is necessary to switch from the series mode to the parallel mode, the first torque control method is executed to switch from the series mode to the parallel mode; if it is necessary to switch from the parallel mode to the series mode, the second torque control method is executed to switch from the parallel mode to the series mode, thereby realizing the adaptive selection of different torque control methods to control the vehicle to smoothly switch from the current power mode to another power mode.

[0045] In addition, during the power mode switching process, the energy flow management can be optimized to ensure efficient use of energy between the battery, engine and motor, and the torque output of each power component can be coordinated to reduce the impact and vibration of the vehicle and improve ride comfort.

[0046] According to the technical solution provided in the embodiment of the present application, according to the current power mode, when it is necessary to switch from the series mode to the parallel mode, or when it is necessary to switch from the parallel mode to the series mode, the first torque control mode or the second torque control mode can be adaptively selected to switch the power mode, thereby ensuring the power and safety of the vehicle and improving the driving experience.

[0047] In some embodiments, Figure 2 As shown, the first torque control method is used to control the switching from the series mode to the parallel mode, including:

[0048] S201, sending a first engine target torque, a first generator target torque and a first drive motor target torque to the engine, the generator and the drive motor respectively; wherein the first engine target torque and the first generator target torque are used to reduce the actual torque of the engine and the actual torque of the generator respectively, and the first drive motor target torque is used to drive the vehicle;

[0049] S202, when it is detected that the actual torques of the engine, the generator and the drive motor are respectively updated to the first engine target torque, the first generator target torque and the first drive motor target torque, the clutch is controlled to engage, the torque of the generator is controlled to remain unchanged, and the second engine target torque and the second drive motor target torque are respectively sent to the engine and the drive motor to control the switching from the series mode to the parallel mode;

[0050] The decrease value of the second drive motor target torque compared to the first drive motor target torque is the increase value of the second engine target torque compared to the first engine target torque.

[0051] In some examples, in series mode, the engine and generator work together to charge the vehicle's battery, and the drive motor is used to drive the vehicle. In order to switch the vehicle's power mode to parallel mode, a first engine target torque, a first generator target torque, and a first drive motor target torque are respectively supplied to the engine, generator, and drive motor.

[0052] Among them, the first engine target torque is used to reduce the actual torque of the engine, the first generator target torque is used to reduce the actual torque of the generator, and at the same time, the first drive motor target torque is used to maintain the driving force of the vehicle to ensure that the vehicle does not lose power during the power mode switching process.

[0053] Actively reducing torque can quickly synchronize the speeds of the front and rear ends of the vehicle's clutch, avoiding long speed regulation time or speed regulation failure due to limited generator charging power. It can also reduce excessive impact during speed synchronization and stabilize the engine speed.

[0054] In addition, when it is detected that the actual torques corresponding to the engine, generator and drive motor are updated to the first engine target torque, the first generator target torque and the first drive motor target torque respectively, the clutch is controlled to engage to connect the engine and the drive shaft.

[0055] While the clutch is engaged, the torque of the generator is controlled to remain unchanged, and a second engine target torque and a second drive motor target torque are respectively transmitted to the engine and the drive motor to complete the switch from the series mode to the parallel mode.

[0056] In the parallel mode, the engine and the drive motor are used to jointly provide driving force for the vehicle, the target torque of the second drive motor is less than the target torque of the first drive motor, and the target torque of the second engine is greater than the target torque of the first engine. And the reduction value of the target torque of the second drive motor compared to the target torque of the first drive motor is, and the increase value of the target torque of the second engine compared to the target torque of the first engine is, so as to achieve smooth switching, thereby ensuring the continuity and stability of the power output of the vehicle during the mode switching process.

[0057] In other examples, in order to improve the efficiency of power mode switching and driving experience, the timing of power mode switching and the way of distributing torque to achieve optimal fuel economy and power performance can also be determined based on other vehicle parameters. Other vehicle parameters may include vehicle speed, battery state (SOC), vehicle mode, etc.

[0058] According to the technical solution provided in the embodiment of the present application, the vehicle's power mode can be switched from series mode to parallel mode through a first torque control method. During the switching process, the actual torque of the engine, generator and drive motor can be accurately controlled, and the action of the clutch can be controlled to enable the vehicle to smoothly transition between different modes and provide the best performance for the vehicle under different driving conditions, thereby improving the power and safety during the mode switching process.

[0059] In some embodiments, the first engine target torque is the minimum value between the engine maximum torque limit and zero; the first generator target torque is the minimum value between the generator maximum torque limit and zero; the first drive motor target torque is the minimum value between the vehicle required torque and the drive motor maximum torque limit;

[0060] The second engine target torque is the minimum value between the engine maximum torque limit and the engine reference torque, and the second drive motor target torque is the minimum value between the drive motor maximum torque limit and the first drive motor reference value;

[0061] The first driving motor reference value is the difference between the vehicle driving demand torque and the engine real-time torque.

[0062] In some examples, the switching process from the series mode to the parallel mode can be divided into two stages. The first stage is the stage of reducing the actual torque of the engine and the actual torque of the generator, and the second stage is the stage of exchanging torque between the engine and the drive motor.

[0063] Among them, the first engine target torque = min [0, engine maximum torque limit], the first generator target torque = min [0, generator maximum torque limit], the first drive motor target torque = min [vehicle demand torque, drive motor maximum torque limit];

[0064] The second engine target torque = min [engine reference torque, engine maximum torque limit], the generator target torque remains unchanged, that is, the generator target torque = min [0, generator maximum torque limit], the second drive motor target torque = min [vehicle required torque - engine real-time torque, drive motor maximum torque limit].

[0065] The first engine target torque is the torque that the engine needs to reach in the first stage of the power mode switching process, and is set to the minimum value between the engine maximum torque limit and zero. That is, when the engine maximum torque limit is greater than zero, the first engine target torque is set to zero. When the engine maximum torque limit is less than zero, the first engine target torque is set to the engine maximum torque limit, so that the engine does not exceed its maximum bearing capacity during the torque adjustment process, and unnecessary torque waste is avoided.

[0066] Among them, the maximum torque limit of the engine is related to the external characteristics of the engine and the engine cooling water temperature.

[0067] Similarly, the first generator target torque is the minimum value between the generator maximum torque limit and zero, so that the generator will not exceed its generator maximum torque limit when providing power or charging, thereby protecting the generator and improving efficiency.

[0068] Among them, the maximum torque limit of the generator is related to the external characteristics of the generator and the temperature of the generator.

[0069] The target torque of the first drive motor is the minimum value between the vehicle's required torque and the drive motor's maximum torque limit, so that the drive motor can meet the vehicle's driving requirements when providing power and will not exceed the drive motor's maximum torque limit, thereby ensuring efficient and safe operation of the drive motor.

[0070] The vehicle's required torque can be obtained by combining the preset correspondence between the accelerator pedal and the vehicle speed with multiple actual calibration tests. The maximum torque limit of the drive motor is related to the external characteristics of the drive motor and the temperature of the drive motor.

[0071] In addition, the second engine target torque may be considered as the target torque required by the engine in the second stage during the switching process of the power mode, which is the minimum value between the engine maximum torque limit and the engine reference torque.

[0072] In addition, the target torque of the second drive motor can be considered as the target torque required by the drive motor in the second stage during the switching process of the power mode, which is the minimum value between the maximum torque limit of the drive motor and the reference value of the first drive motor, wherein the reference value of the first drive motor is the difference between the required torque of the whole vehicle and the real-time torque of the engine. Therefore, when the engine and the drive motor work together, the torque distribution can match the power demand of the vehicle while maintaining the balance of power output.

[0073] According to the technical solution provided in the embodiment of the present application, the vehicle can achieve optimal performance and efficiency under different driving conditions, ensure the vehicle's power performance, and improve the power and safety of the vehicle when switching power modes when responding to different vehicle modes.

[0074] In some embodiments, the engine reference torque is the sum of the vehicle demand torque and the battery state of charge balance torque; the battery state of charge balance torque is obtained based on the vehicle's current vehicle mode and a first mapping relationship, and the first mapping relationship is used to indicate the mapping relationship between the vehicle mode, the battery state of charge difference and the battery state of charge balance torque; the battery state of charge difference is the difference between the target battery state of charge and the actual battery state of charge.

[0075] Among them, the engine reference torque is the sum of the vehicle's required torque and the SOC (State of Charge) balance torque. While the engine meets the vehicle's power requirements, it also takes into account the balance of battery power and optimizes energy use.

[0076] In order to maintain the system SOC balance, it is necessary to ensure that the vehicle has sufficient backup power in parallel mode and that the battery pack has sufficient recovery capacity during braking and sliding energy recovery. The target SOC in the corresponding vehicle mode can be obtained based on different vehicle modes; the SOC difference ΔSOC is obtained by subtracting the target SOC from the actual SOC, that is, ΔSOC = target SOC-actual SOC. Among them, the SOC balance torque is determined based on the current vehicle mode of the vehicle and the mapping relationship between the vehicle mode, SOC difference and SOC balance torque. The SOC difference is the difference between the target SOC and the actual SOC. Therefore, according to the current state and target state of the battery power, the battery power can be maintained at a reasonable level while meeting the driving power demand, thereby extending the battery life.

[0077] The target SOC is the SOC corresponding to when the battery power of the vehicle is a preset power. The target SOC can be obtained according to the vehicle mode and the target mapping relationship, and the target mapping relationship is used to indicate the mapping relationship between different vehicle modes and the target SOC.

[0078] Vehicle modes can include pure electric priority mode, automatic mode, fuel priority mode, forced pure electric mode, etc. Among them, in pure electric priority mode, the vehicle gives priority to using battery power for driving to minimize fuel use. Automatic mode is the default option for hybrid vehicles. In automatic mode, the vehicle will automatically select the best power source according to actual driving conditions. In fuel priority mode, the vehicle will use a combination of fuel and electricity to achieve the lowest overall energy consumption. In forced pure electric mode, the vehicle relies entirely on battery power to travel, and the engine will not be started until the power is consumed to a minimum (usually 10% or 6% remaining).

[0079] For example, in some examples, assuming that the vehicle modes include pure electric priority mode, automatic mode, fuel priority mode, and forced pure electric mode, the target mapping relationship between the vehicle mode, SOC difference, and SOC balance torque can be obtained through multiple test calibrations. The target mapping relationship can be shown in Table 1:

[0080] Table 1 Target mapping relationship

[0081]

[0082] In the above Table 1, the first row is different vehicle modes, the first column is different SOC differences (ΔSOC), and the contents except the first row and the first column are all SOC balance torque values ​​corresponding to different vehicle modes and SOC combinations. For example, if the current vehicle mode is pure electric priority mode, the current SOC difference ΔSOC is -20, then the corresponding SOC balance torque is -15. For another example, if the current vehicle mode is forced pure electric mode, the current SOC difference ΔSOC is 20, then the SOC balance torque is 10.

[0083] In one embodiment, the calibrated SOC difference can be used as the threshold for each stage. When the actual SOC difference is between the two thresholds, the actual SOC balance torque is determined as the SOC balance torque corresponding to the smaller threshold. For example, when the SOC difference is less than 20 and greater than 10, and the vehicle mode is automatic mode, the SOC balance torque is determined to be 10.

[0084] In another embodiment, the calibrated SOC difference can be used as the intermediate value of each stage. When the actual SOC difference is within a preset floating range centered on the intermediate value, the actual SOC balance torque is determined as the SOC balance torque corresponding to the intermediate value. For example, if the preset floating range is 50% above and below, then when the SOC difference is -6 and the vehicle mode is the fuel priority mode, the SOC balance torque is determined to be -10.

[0085] According to the technical solution provided in the embodiment of the present application, the engine reference torque is determined by the SOC balance torque, and then the drive motor target torque is adjusted, which can maintain the overall SOC balance, ensure that the vehicle has sufficient backup power in parallel mode, and ensure that the battery pack has sufficient recovery capacity when the vehicle brakes and coasts to recover energy, thereby improving the power and safety of the vehicle when switching power modes when responding to different vehicle modes.

[0086] In some embodiments, Figure 3 As shown, the second torque control method is used to control the switching from the parallel mode to the series mode, including:

[0087] S301, sending a third engine target torque, a second generator target torque and a third drive motor target torque to the engine, the generator and the drive motor respectively; wherein the second generator target torque is used to increase the power generation torque of the generator, and the third engine target torque and the third drive motor target torque are used to drive the vehicle;

[0088] S302, when it is detected that the actual torques of the engine, the generator and the drive motor are respectively updated to the third engine target torque, the second generator target torque and the third drive motor target torque, the clutch is controlled to be opened, the torque of the engine is controlled to remain unchanged, and the third generator target torque and the fourth drive motor target torque are sent to the generator and the drive motor respectively, so as to control the switching from the parallel mode to the series mode;

[0089] The change value of the fourth drive motor target torque compared to the third drive motor target torque is equal to the change value of the third generator target torque compared to the second generator target torque.

[0090] In some examples, in parallel mode, the engine and the drive motor are used to drive the vehicle, and the generator is used to charge the vehicle's battery. In order to switch the vehicle's power mode from parallel mode to series mode, the third engine target torque, the second generator target torque and the third drive motor target torque are respectively transmitted to the engine, the generator and the drive motor.

[0091] Among them, the third engine target torque is used to provide driving force for the vehicle to drive the vehicle, and the third drive motor target torque is used to provide driving force for the vehicle to drive the vehicle, so as to ensure that the vehicle does not lose power during the power mode switching process. At the same time, the second generator target torque is used to increase the generator's power generation torque, so that the torque exchange can be quickly completed through the fast response of the motor torque, and then the clutch is controlled to open to prevent the vehicle speed from decreasing rapidly, resulting in a delay in the clutch opening timing, and then causing the risk of dragging the engine backwards.

[0092] In addition, when it is detected that the actual torques corresponding to the engine, the generator and the drive motor are updated to the third engine target torque, the second generator target torque and the third drive motor target torque respectively, the clutch is controlled to open.

[0093] After the clutch is opened, the target torque sent to the engine remains unchanged, so that the vehicle's power output will not be affected by the sudden change of the engine torque during the mode switching process. At the same time, the third generator target torque and the fourth drive motor target torque are sent to the generator and the drive motor respectively, thereby completing the switch from parallel mode to series mode and achieving smooth mode switching.

[0094] Among them, the change value of the fourth drive motor target torque compared to the third drive motor target torque is the change value of the third engine target torque compared to the second engine target torque, so as to achieve smooth switching, thereby ensuring the continuity and smoothness of the vehicle's power output during mode switching and improving the vehicle's power performance.

[0095] In order to improve the efficiency of power mode switching and driving experience, the timing of power mode switching can also be determined based on other vehicle parameters, and the way to distribute torque to achieve optimal fuel economy and power performance can be determined. Other vehicle parameters may include vehicle speed, battery SOC, vehicle mode, etc.

[0096] According to the technical solution provided in the embodiment of the present application, the vehicle's power mode can be switched from parallel mode to series mode through a second torque control method. During the switching process, the actual torque of the engine, generator and drive motor can be accurately controlled to quickly complete the power mode switching process by taking advantage of the fast torque response of the motor, and the clutch can be further opened to prevent emergency braking in parallel mode from causing a rapid decrease in vehicle speed and a delay in clutch opening timing from causing the engine to be dragged backward, thereby enabling the vehicle to smoothly transition between different modes and provide optimal driving performance and fuel efficiency.

[0097] In some embodiments, the third engine target torque is the minimum value between the engine maximum torque limit and the engine reference torque; the second generator target torque is the negative value of the minimum value between the generator maximum torque limit and the engine real-time torque; the third drive motor target torque is the minimum value between the second drive motor reference value and the drive motor maximum torque limit;

[0098] The fourth drive motor target torque is the minimum value between the vehicle demand torque and the drive motor maximum torque limit, and the third generator target torque is the current engine real-time torque;

[0099] The reference value of the second drive motor is the sum of the vehicle's required torque and the generator's real-time torque.

[0100] In some examples, the switching process from the parallel mode to the series mode can be divided into two stages, the first stage is a stage of increasing the power generation torque, and the second stage is a stage of exchanging torque between the generator and the drive motor.

[0101] Among them, the third engine target torque = min [engine reference torque, engine maximum torque limit], the second generator target torque = -min [engine real-time torque, generator maximum torque limit], the third drive motor target torque = min [vehicle required torque + generator real-time torque, drive motor maximum torque limit];

[0102] In the second stage, the engine target torque remains unchanged, that is, the engine target torque = min [engine reference torque, engine maximum torque limit], the third generator target torque = engine real-time torque, and the fourth drive motor target torque = min [vehicle required torque, drive motor maximum torque limit].

[0103] Among them, the third engine target torque is the torque that the engine needs to reach in the first stage of the power mode switching process, and is set to the minimum value of the engine maximum torque limit and the engine reference torque. That is, when the engine maximum torque limit is greater than the engine reference torque, the third engine target torque is set to the engine reference torque; when the engine maximum torque limit is less than the engine reference torque, the third engine target torque is set to the engine maximum torque limit, so that the engine will not exceed its maximum bearing capacity during the torque adjustment process, and unnecessary torque waste is avoided.

[0104] Among them, the maximum torque limit of the engine is related to the external characteristics of the engine and the engine cooling water temperature.

[0105] Similarly, the second generator target torque is a negative value of the minimum value between the generator maximum torque limit and the engine actual torque, so that the generator does not exceed its generator maximum torque limit.

[0106] Among them, the maximum torque limit of the generator is related to the external characteristics of the generator and the temperature of the generator.

[0107] The target torque of the third drive motor is the minimum value of the second drive motor reference value and the maximum torque limit of the drive motor, so that the drive motor can meet the driving needs of the vehicle when providing power and will not exceed the maximum torque limit of the drive motor, thereby ensuring efficient and safe operation of the drive motor.

[0108] Among them, the reference value of the second drive motor is the sum of the vehicle's required torque and the generator's real-time torque, which combines the vehicle's power demand and the generator's actual output to achieve a balance in vehicle power.

[0109] Among them, the required torque of the whole vehicle can be obtained through the preset correspondence between the accelerator pedal and the vehicle speed, combined with multiple actual calibration tests.

[0110] In addition, the fourth drive motor target torque can be considered as the target torque required by the second-stage drive motor during the power mode switching process, which is the minimum value of the vehicle's required torque and the drive motor's maximum torque limit. The third generator target torque can be considered as the target torque required by the second-stage generator during the power mode switching process, which is the current actual engine torque, that is, the engine's real-time torque, so that the torque output by the generator when generating electricity or running as a motor matches the actual torque output by the engine.

[0111] According to the technical solution provided in the embodiment of the present application, it is possible to achieve rapid torque exchange, prevent the vehicle speed from dropping rapidly during emergency braking in parallel mode, and prevent the clutch opening timing from being delayed, resulting in the engine being dragged backward.

[0112] In some embodiments, the engine reference torque is the sum of the vehicle demand torque and the SOC balance torque; wherein the SOC balance torque is obtained based on the current vehicle mode of the vehicle and a first mapping relationship, the first mapping relationship is used to indicate the mapping relationship between the vehicle mode, the SOC difference and the SOC balance torque; the SOC difference is the difference between the target SOC and the actual SOC. The determination process of the SOC balance torque can refer to the above-mentioned related embodiments, and will not be repeated here.

[0113] In some embodiments, sending a second generator target torque to the generator includes:

[0114] Acquire the acceleration of the vehicle, and determine a slope correction coefficient corresponding to the current acceleration based on the current acceleration and a second mapping relationship, where the second mapping relationship is used to indicate a mapping relationship between the acceleration and the slope correction coefficient;

[0115] Based on the slope correction coefficient corresponding to the current acceleration and the preset slope reference value, the torque change slope corresponding to the generator is determined; and according to the torque change slope, a second generator target torque is sent to the generator.

[0116] In some examples, the current acceleration may be acquired via an acceleration sensor of the vehicle.

[0117] The target torque of the generator needs to be slope-limited. According to the mapping relationship between acceleration and slope correction coefficient, the slope correction coefficient corresponding to the current acceleration is determined. The slope correction coefficient is used to adjust the adjustment range of the generator during the torque adjustment process so that the engine can adapt to the current driving conditions of the vehicle. The second mapping relationship between acceleration and slope correction coefficient is shown in Table 2 below:

[0118] Table 2 Second mapping relationship

[0119] <![CDATA[Vehicle acceleration m / s 2 > -10 -8 -6 -4 -2 0 <![CDATA[Slope correction coefficient T gcu_fac > 1 0.9 0.8 0.6 0.6 0.6

[0120] Optionally, the slope correction coefficient is less than or equal to 1. For example, as shown in Table 2, when the vehicle acceleration is -10 m / s 2 (m / s2), the slope correction factor is 1.

[0121] In addition, the torque change slope corresponding to the generator is determined according to the slope correction coefficient corresponding to the current acceleration, wherein the torque change slope is the rate at which the generator torque output changes with acceleration, and determines the dynamic adjustment range of the actual torque of the engine.

[0122] The torque change slope may be determined according to the product of a slope reference value and a slope correction coefficient. The slope reference value may be preset and is a basic slope corresponding to the generator torque, which may be expressed by the following formula:

[0123] Torque change slope = T gcu_slope *T gcu_fac ;

[0124] Among them, T gcu_slope Used to indicate the preset slope reference value, T gcu_fac Used to represent the slope correction coefficient. In one example, the preset slope reference value may be 3000.

[0125] In addition, according to the torque change slope, the second generator target torque is sent to the generator, so that the generator adjusts the current actual torque to the second generator target torque according to the torque change slope, so that the generator can provide appropriate torque output to maintain the stability of the vehicle.

[0126] In other examples, after the generator receives the target torque command and responds, the actual torque output of the generator can be monitored through a feedback mechanism. If there is a deviation between the actual torque and the target torque, the target torque command is adjusted according to the deviation to achieve more precise torque control.

[0127] In addition, in the case of other vehicle operating conditions, if it is recognized that the vehicle has a process of switching between power modes, the fixed engine and drive motor torque exchange is used for control, and the engine target torque is slope-limited at the same time, where the engine target torque slope can be expressed as:

[0128] Trq Slope =100*Trq Tgt *Ts;

[0129] Among them, Trq Slope Used to indicate the engine target torque slope, Trq TgtIt is used to represent the target torque of the engine, and Ts is used to represent the sampling frequency, which can be 10 microseconds.

[0130] In addition to the above formula, the engine target torque slope may also be determined by other methods, which are not limited in this application.

[0131] According to the technical solution provided in the embodiment of the present application, the vehicle can determine the torque change slope according to the acceleration, thereby adjusting the actual torque of the generator to the second generator target torque according to the torque change slope, thereby ensuring the stability of the vehicle during the power mode switching process and improving the driving experience.

[0132] In some embodiments, before switching from the series mode to the parallel mode through the first torque control method, vehicle parameter information may also be obtained, and when the vehicle parameter information satisfies the torque control activation condition for switching from the series mode to the parallel mode, the first torque control method is used to control switching from the series mode to the parallel mode. The vehicle parameter information includes at least power system fault information, engine cooling water temperature, brake pedal opening, generator charging power limit, and vehicle speed.

[0133] The vehicle parameter information may also include the accelerator pedal opening, brake pedal status, battery remaining power (State of Charge, SOC), vehicle mode, generator charging power, etc. Among them, the accelerator pedal opening, brake pedal status, engine cooling water temperature, brake pedal opening can be collected and analyzed in real time through the vehicle controller, and the vehicle speed, battery pack SOC, vehicle mode and other signals can be obtained through the LAN control bus, and the power system can be monitored in real time through the internal diagnostic module for any faults. The power system may include a clutch, a clutch solenoid valve, and a clutch pressure sensor, etc. The generator charging power is limited to a preset value.

[0134] In some examples, the vehicle parameter information satisfies the torque control activation conditions for switching from the series mode to the parallel mode, which may include:

[0135] The fault information of the power system indicates that there is no fault in the power system, and the power system includes a clutch, a clutch solenoid valve and a clutch pressure sensor;

[0136] The engine cooling water temperature is within the preset temperature range;

[0137] The vehicle's brake pedal opening is zero;

[0138] The charging power limit of the generator is less than a first preset power threshold;

[0139] The current speed of the vehicle is greater than a first preset speed threshold, and the vehicle needs to switch from the series mode to the parallel mode.

[0140] In other examples, if the vehicle parameter information does not meet the torque control activation conditions for switching from series mode to parallel mode, the current power mode of the vehicle can be maintained, or the torque control activation conditions of other power modes can be waited for to be met.

[0141] In addition, in some examples, when the second torque control method is used to control the switching from parallel mode to series mode, the second torque control method can also be used to control the switching from parallel mode to series mode when the vehicle parameter information meets the torque control activation conditions for switching from parallel mode to series mode.

[0142] The vehicle parameter information satisfies the torque control activation conditions for switching from the parallel mode to the series mode, including:

[0143] The fault information of the power system indicates that there is no fault in the power system, and the power system includes a clutch, a clutch solenoid valve and a clutch pressure sensor;

[0144] The engine cooling water temperature is within the preset temperature range;

[0145] The brake pedal opening is greater than the preset opening threshold;

[0146] The charging power of the generator is greater than a second preset power threshold;

[0147] The current speed of the vehicle is less than the second preset speed threshold, and the vehicle needs to switch from the parallel mode to the series mode;

[0148] Among them, the first preset power threshold is smaller than the second preset power threshold, and the first preset vehicle speed threshold is larger than the second preset vehicle speed threshold.

[0149] For example, the preset temperature range may be greater than 30°C (temperature unit, degrees Celsius) and less than 100°C, the preset opening threshold may be 70%, the first preset power threshold may be 13 kilowatts (kw), the second preset power threshold may be 15kw, the first preset vehicle speed threshold may be 65km / h (kilometers / hour), and the second preset vehicle speed threshold may be 58km / h, then the torque activation condition for switching from the series mode to the parallel mode may be expressed as:

[0150] (1) There is no clutch failure, solenoid valve failure, or pressure sensor failure in the power system;

[0151] (2) The cooling water temperature corresponding to the engine is greater than 30°C (temperature unit, Celsius) and less than 100°C;

[0152] (3) The brake pedal opening is equal to 0 (i.e. the brake pedal is not depressed);

[0153] (4) The charging power limit of the generator is less than 13 kilowatts (kw);

[0154] (5) The vehicle's current speed is greater than 65 km / h (kilometers per hour);

[0155] Among them, when the vehicle speed is greater than 65km / h, the economy and power of parallel mode driving are better than those of series mode driving, so the vehicle can switch from series mode to parallel mode for driving.

[0156] The torque control activation condition for switching from parallel mode to series mode is expressed as:

[0157] (1) There is no clutch failure, solenoid valve failure, or pressure sensor failure in the power system;

[0158] (2) The cooling water temperature corresponding to the engine is greater than 30°C (temperature unit, Celsius) and less than 100°C;

[0159] (3) The brake pedal opening is greater than 70%;

[0160] (4) The charging power limit of the generator is greater than 15 kilowatts (kw);

[0161] (5) The vehicle’s current speed is less than 58 km / h (kilometers per hour).

[0162] In addition, if the vehicle parameter information does not meet the torque control activation conditions for switching from the parallel mode to the series mode, the current power mode of the vehicle can be maintained, or the torque control activation conditions of other power modes can be met.

[0163] According to the technical solution provided in the embodiment of the present application, through the torque control activation conditions, hybrid vehicles can ensure safe and efficient switching between different power modes under various driving conditions, thereby optimizing the vehicle's performance and fuel economy, improving the driving experience, and improving energy utilization efficiency.

[0164] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0165] All the above optional technical solutions can be arbitrarily combined to form optional embodiments of the present application, which will not be described one by one here.

[0166] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0167] Figure 4 Schematic diagram of a power mode switching device provided in an embodiment of the present application. Figure 4As shown, the power mode switching device includes:

[0168] The acquisition module 401 is configured to acquire the current power mode of the vehicle, where the current power mode is a series mode or a parallel mode;

[0169] The first control module 402 is configured to control the switching from the series mode to the parallel mode through a first torque control mode when the current power mode is the series mode and the series mode needs to be switched to the parallel mode. The first torque control mode is to reduce the actual torque of the engine and the actual torque of the generator and then perform torque exchange between the engine and the drive motor;

[0170] The second control module 403 is configured to control the switching from the parallel mode to the series mode through a second torque control method when the current power mode is the parallel mode and needs to be switched from the parallel mode to the series mode. The second torque exchange control method is to increase the power generation torque of the generator and then perform torque exchange between the generator and the drive motor.

[0171] In some embodiments, the first control module 401 is configured to:

[0172] Sending a first engine target torque, a first generator target torque and a first drive motor target torque to the engine, the generator and the drive motor respectively; wherein the first engine target torque and the first generator target torque are used to reduce the actual torque of the engine and the actual torque of the generator respectively, and the first drive motor target torque is used to drive the vehicle;

[0173] When it is detected that the actual torques of the engine, the generator and the drive motor are respectively updated to the first engine target torque, the first generator target torque and the first drive motor target torque, the clutch is controlled to engage, the torque of the generator is controlled to remain unchanged, and the second engine target torque and the second drive motor target torque are respectively sent to the engine and the drive motor to control the switching from the series mode to the parallel mode;

[0174] The decrease value of the second drive motor target torque compared to the first drive motor target torque is the increase value of the second engine target torque compared to the first engine target torque.

[0175] In some embodiments, the first engine target torque is the minimum value between the engine maximum torque limit and zero; the first generator target torque is the minimum value between the generator maximum torque limit and zero; the first drive motor target torque is the minimum value between the vehicle demand torque and the drive motor maximum torque limit; the second engine target torque is the minimum value between the engine maximum torque limit and the engine reference torque, and the second drive motor target torque is the minimum value between the drive motor maximum torque limit and the first drive motor reference value; the first drive motor reference value is the difference between the vehicle drive demand torque and the engine real-time torque.

[0176] In some embodiments, the second control module 403 is configured to:

[0177] Sending a third engine target torque, a second generator target torque and a third drive motor target torque to the engine, the generator and the drive motor respectively; wherein the second generator target torque is used to increase the power generation torque of the generator, and the third engine target torque and the third drive motor target torque are used to drive the vehicle;

[0178] When it is detected that the actual torques of the engine, the generator and the drive motor are respectively updated to the third engine target torque, the second generator target torque and the third drive motor target torque, the clutch is controlled to be opened, the torque of the engine is controlled to remain unchanged, and the third generator target torque and the fourth drive motor target torque are sent to the generator and the drive motor respectively, so as to control the switching from the parallel mode to the series mode;

[0179] The change value of the fourth drive motor target torque compared to the third drive motor target torque is equal to the change value of the third generator target torque compared to the second generator target torque.

[0180] In some embodiments, the third engine target torque is the minimum value between the engine maximum torque limit and the engine reference torque; the second generator target torque is the negative value of the minimum value between the generator maximum torque limit and the engine real-time torque; the third drive motor target torque is the minimum value between the second drive motor reference value and the drive motor maximum torque limit; the fourth drive motor target torque is the minimum value between the vehicle demand torque and the drive motor maximum torque limit, and the third generator target torque is the current engine real-time torque; the second drive motor reference value is the sum of the vehicle demand torque and the generator real-time torque.

[0181] In some embodiments, the engine reference torque is the sum of the vehicle demand torque and the battery state of charge balance torque; the battery state of charge balance torque is obtained based on the vehicle's current vehicle mode and a first mapping relationship, and the first mapping relationship is used to indicate the mapping relationship between the vehicle mode, the battery state of charge difference and the battery state of charge balance torque; the battery state of charge difference is the difference between the target battery state of charge and the actual battery state of charge.

[0182] In some embodiments, the second control module 403 is configured to: obtain the acceleration of the vehicle, determine the slope correction coefficient corresponding to the current acceleration based on the current acceleration and the second mapping relationship, the second mapping relationship is used to indicate the mapping relationship between the acceleration and the slope correction coefficient; determine the torque change slope corresponding to the generator based on the slope correction coefficient corresponding to the current acceleration and a pre-set slope reference value; and send the second generator target torque to the generator according to the torque change slope.

[0183] Figure 5 Schematic diagram of an electronic device 5 provided in an embodiment of the present application. Figure 5 As shown, the electronic device 5 of this embodiment includes: a processor 501, a memory 502, and a computer program 503 stored in the memory 502 and executable on the processor 501. When the processor 501 executes the computer program 503, the steps in the above-mentioned method embodiments are implemented. Alternatively, when the processor 501 executes the computer program 503, the functions of the modules / units in the above-mentioned device embodiments are implemented.

[0184] The electronic device 5 may be a desktop computer, a notebook, a PDA, a cloud server, or other electronic device. The electronic device 5 may include, but is not limited to, a processor 501 and a memory 502. Those skilled in the art will appreciate that Figure 5 The electronic device 5 is merely an example and does not limit the electronic device 5 , and may include more or less components than those shown in the figure, or different components.

[0185] The processor 501 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0186] The memory 502 may be an internal storage unit of the electronic device 5, for example, a hard disk or memory of the electronic device 5. The memory 502 may also be an external storage device of the electronic device 5, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the electronic device 5. The memory 502 may also include both an internal storage unit of the electronic device 5 and an external storage device. The memory 502 is used to store computer programs and other programs and data required by the electronic device.

[0187] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units.

[0188] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium (e.g., a readable storage medium). Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. The computer program may include computer program code, which may be in source code form, object code form, executable file or some intermediate form. The readable storage medium may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0189] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A power mode switching method, characterized in that: include: Acquire a current power mode of the vehicle, where the current power mode is a series mode or a parallel mode; When the current power mode is the series mode and needs to be switched from the series mode to the parallel mode, the series mode is switched to the parallel mode through the first torque control mode, wherein the first torque control mode is to reduce the actual torque of the engine and the actual torque of the generator, and then perform torque exchange between the engine and the drive motor; When the current power mode is the parallel mode and needs to be switched from the parallel mode to the series mode, the switching from the parallel mode to the series mode is controlled by the second torque control method. The second torque exchange control method increases the power generation torque of the generator and then exchanges torque between the generator and the drive motor.

2. The method according to claim 1, characterized in that Controlling the switching from the series mode to the parallel mode by the first torque control method includes: Sending a first engine target torque, a first generator target torque and a first drive motor target torque to the engine, the generator and the drive motor respectively; wherein the first engine target torque and the first generator target torque are used to reduce the actual torque of the engine and the actual torque of the generator respectively, and the first drive motor target torque is used to drive the vehicle; When it is detected that the actual torques of the engine, the generator and the drive motor are respectively updated to the first engine target torque, the first generator target torque and the first drive motor target torque, the clutch is controlled to engage, the torque of the generator is controlled to remain unchanged, and the second engine target torque and the second drive motor target torque are respectively sent to the engine and the drive motor to control the switching from the series mode to the parallel mode; The decrease value of the second drive motor target torque compared to the first drive motor target torque is the increase value of the second engine target torque compared to the first engine target torque.

3. The method according to claim 2, characterized in that The first engine target torque is the minimum value between the engine maximum torque limit and zero; The first generator target torque is the minimum value between the generator maximum torque limit and zero; The first drive motor target torque is the minimum value between the vehicle required torque and the drive motor maximum torque limit; The second engine target torque is the minimum value between the engine maximum torque limit and the engine reference torque, and the second drive motor target torque is the minimum value between the drive motor maximum torque limit and the first drive motor reference value; The first driving motor reference value is the difference between the vehicle driving demand torque and the engine real-time torque.

4. The method according to claim 1, characterized in that: The controlling the switching from the parallel mode to the series mode by the second torque control method includes: Sending a third engine target torque, a second generator target torque and a third drive motor target torque to the engine, the generator and the drive motor respectively; wherein the second generator target torque is used to increase the power generation torque of the generator, and the third engine target torque and the third drive motor target torque are used to drive the vehicle; When it is detected that the actual torques of the engine, the generator and the drive motor are respectively updated to the third engine target torque, the second generator target torque and the third drive motor target torque, the clutch is controlled to be opened, the torque of the engine is controlled to remain unchanged, and the third generator target torque and the fourth drive motor target torque are respectively sent to the generator and the drive motor to control the switching from the parallel mode to the series mode; The change value of the fourth drive motor target torque compared to the third drive motor target torque is equal to the change value of the third generator target torque compared to the second generator target torque.

5. The method according to claim 4, characterized in that The third engine target torque is the minimum value between the engine maximum torque limit and the engine reference torque; The second generator target torque is a negative value of the minimum value between the generator maximum torque limit and the engine real-time torque; The third drive motor target torque is the minimum value between the second drive motor reference value and the drive motor maximum torque limit value; The fourth drive motor target torque is the minimum value between the vehicle required torque and the drive motor maximum torque limit, and the third generator target torque is the current engine real-time torque; The second driving motor reference value is the sum of the vehicle required torque and the generator real-time torque.

6. The method according to claim 3 or 5, characterized in that: The engine reference torque is the sum of the vehicle demand torque and the battery state of charge balance torque; The battery state of charge balancing torque is obtained based on a current vehicle mode of the vehicle and a first mapping relationship, wherein the first mapping relationship is used to indicate a mapping relationship between a vehicle mode, a battery state of charge difference, and a battery state of charge balancing torque; The battery state of charge difference is the difference between the target battery state of charge and the actual battery state of charge.

7. The method according to claim 2, characterized in that: Sending a second generator target torque to the generator includes: Acquiring the acceleration of the vehicle, and determining a slope correction coefficient corresponding to the current acceleration based on the current acceleration and a second mapping relationship, wherein the second mapping relationship is used to indicate a mapping relationship between the acceleration and the slope correction coefficient; Determining a torque change slope corresponding to the generator based on a slope correction coefficient corresponding to the current acceleration and a preset slope reference value; The second generator target torque is sent to the generator according to the torque change slope.

8. A power mode switching device, characterized in that: include: An acquisition module is configured to acquire a current power mode of the vehicle, wherein the current power mode is a series mode or a parallel mode; The first control module is configured to control the switching from the series mode to the parallel mode through a first torque control mode when the current power mode is the series mode and the series mode needs to be switched to the parallel mode, wherein the first torque control mode is to perform torque exchange between the engine and the drive motor after reducing the actual torque of the engine and the actual torque of the generator; The second control module is configured to control the switching from the parallel mode to the series mode through a second torque control method when the current power mode is the parallel mode and it is necessary to switch from the parallel mode to the series mode. The second torque exchange control method is to increase the power generation torque of the generator and then perform torque exchange between the generator and the drive motor.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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