Engine mode static shift method, system, medium and product for vehicle

Abstract

The invention provides an engine mode static gear shifting method and system of a vehicle, a medium and a program product, and relates to the technical field of hybrid power vehicle gear shifting control, and the method comprises the steps that when the vehicle enters an engine mode, a starting instruction of an engine is not sent temporarily; in response to gear shifting operation on the vehicle, a vehicle static gear shifting process is triggered; the first control program is used for executing the static gear shifting process of the vehicle and comprises the steps of monitoring the position of a clutch when it is recognized that an engine is not started in the clutch combining stage, and sending a starting instruction of the engine when the position of the clutch reaches a sliding mode point; and the second control program is used for executing the vehicle static gear shifting process and comprises the steps of monitoring the rotating speed of the motor in the clutch separation stage and engaging the gear when the rotating speed meets the set requirement. According to the method, the starting time of the engine in the engine mode is reconfigured, the calibration difficulty of the sliding friction point is reduced, and the static gear shifting time of the engine mode is effectively shortened.

Description

Technical Field

[0001] The present disclosure belongs to the technical field of shift control for hybrid vehicles, and particularly relates to a static shift method, system, medium and product for the engine mode of a vehicle. Background Art

[0002] For a new energy hybrid vehicle adopting a P2 parallel architecture, the engine is immediately started when the engine mode is started. When performing a static shift in the engine mode, since the motor does not participate in speed regulation, it is necessary to rely on the clutch to move to the slip point position, and the motor is driven by the engine speed to complete the gear shifting operation. However, near the slip point position, the clutch of the pneumatic actuator is prone to control overshoot, resulting in the motor speed being excessively increased. Since the natural deceleration time of the motor at high speed is relatively long, the shift time will be significantly increased.

[0003] Most related technologies adjust the PI parameters through a manual trial-and-error method to ensure that the clutch moves smoothly to the slip point to prevent the motor speed from being excessively increased, thereby reducing the shift time. However, the calibration of the PI parameters is relatively complex, especially when the clutch stroke is short, it becomes particularly difficult to accurately control it to reach the slip point position.

[0004] The static shift engine mode static shift method for a transmission in a parallel system disclosed in Chinese Patent CN115654121B realizes efficient shifting by controlling the clutch to engage to a set position between the initial slip position and the fully engaged position and precisely adjusting the motor speed. This method requires obtaining an accurate set position, and there are differences in the clutch configurations of different vehicle models, and the parameter consistency is poor. Therefore, this static shift engine mode static shift method has relatively high requirements for the capabilities and experience of engineers.

[0005] In addition, related technologies require the engine to run continuously in the engine mode, even when parked in neutral, which does not conform to the habits of some drivers to turn off the engine when parking. It also brings relatively high noise, affecting the comfort of driving and riding. Summary of the Invention

[0006] The present disclosure provides a static shift method, system, medium and program product for the engine mode of a vehicle, aiming to at least to some extent solve the technical problem of too long static shift time in the engine mode in related technologies.

[0007] At least one embodiment of the present disclosure provides a static shift method for the engine mode of a vehicle, wherein the vehicle is a hybrid vehicle having an engine, a motor and a clutch, and is configured with an engine mode, and the method includes:

[0008] When the vehicle enters the engine mode, do not send the engine start command temporarily;

[0009] In response to a gear shifting operation on the vehicle, trigger a vehicle static gear shifting process;

[0010] Execute a first control program of the vehicle static gear shifting process, wherein the first control program includes, during a clutch engagement stage, when it is identified that the engine is not started, monitoring the position of the clutch, and sending a starting instruction for the engine when the position of the clutch reaches a preset slip point; and,

[0011] Execute a second control program of the vehicle static gear shifting process, wherein the second control program includes, during a clutch disengagement stage, monitoring the rotational speed of the motor, and controlling the vehicle to shift gears when the rotational speed meets the set requirements.

[0012] For example, the vehicle further has a battery for supplying power to the motor and the vehicle, and is configured with a key start gear, and the method further includes:

[0013] In response to a start operation on the key start gear, identify whether at least one of the motor and the battery has a serious fault at a set level; and,

[0014] If so, control the vehicle to enter the engine mode, and send a first notification message for indicating that the vehicle enters the engine mode.

[0015] For example, in the method provided in at least one embodiment of the present disclosure, the vehicle further has a handbrake and is configured with a parking neutral state, and the method further includes:

[0016] After the vehicle finishes driving, control the vehicle to enter the parking neutral state, and pull up the handbrake;

[0017] Send a second notification message for indicating that the vehicle enters the parking neutral state;

[0018] Send a consultation instruction to the user to select whether to turn off the engine;

[0019] In response to receiving a first reply message from the user indicating to turn off the engine for the above consultation instruction, send a shutdown instruction for the engine; and,

[0020] In response to receiving a second reply message from the user indicating not to turn off the engine for the above consultation instruction, do not send a shutdown instruction for the engine.

[0021] For example, in the method provided in at least one embodiment of the present disclosure, the first control program includes:

[0022] Perform a torque clearing operation on the vehicle;

[0023] Perform a gear disengagement operation on the vehicle;

[0024] Perform a gear selection operation on the vehicle;

[0025] Perform a clutch engagement operation on the vehicle, and during the clutch engagement stage, identify whether the engine is started;

[0026] If so, monitor the position of the clutch, send a starting instruction for the engine and third notification information indicating the starting of the engine when the position of the clutch reaches a preset synovial point, and end the first control program;

[0027] If not, end the first control program.

[0028] For example, the second control program includes:

[0029] Obtain the rotational speed of the motor, obtain an actual speed difference related to the rotational speed, monitor the actual speed difference, and perform a clutch disengagement operation on the vehicle when the actual speed difference is greater than a first calibrated value;

[0030] During the clutch disengagement stage, obtain the falling edge of the actual speed difference, monitor the falling edge, and shift gears for the vehicle when the actual speed difference on the edge is greater than a second calibrated value.

[0031] For example, in the method provided by at least one embodiment of the present disclosure, the vehicle further has a vehicle controller, and the vehicle controller is used to issue the starting instruction and the stopping instruction; and, the first control program further includes:

[0032] When the position of the clutch has not reached the synovial point, delay the calibrated time for issuing the starting instruction, and then the vehicle controller sends the starting instruction for the engine at the delayed calibrated time, where the calibrated time is configured such that the engine starts smoothly when the clutch is at the synovial point.

[0033] For example, in the method provided by at least one embodiment of the present disclosure, the set requirement is configured to be related to the design parameters of the vehicle and the current operating condition of the vehicle, and to make the gear shifting time of the vehicle less than a set value; and, the identification of whether the engine is started includes:

[0034] Obtain the air pressure at the output end of the engine, and identify whether the engine is started according to the air pressure;

[0035] Alternatively, obtain the water temperature of the engine, and identify whether the engine is started according to the water temperature.

[0036] For example, in the method provided by at least one embodiment of the present disclosure, the first calibration quantity and the second calibration quantity are configured to be related to the design parameters of the vehicle and the current operating conditions of the vehicle, and to enable the vehicle to operate smoothly during the gear shifting process; and

[0037] The vehicle further has a start-stop switch connecting the vehicle controller and the engine;

[0038] The serious faults include motor overcurrent fault, motor overvoltage fault, and abnormal battery low-voltage supply voltage.

[0039] At least one embodiment of the present disclosure further provides an engine mode static gear shifting system for a vehicle. Among them, the vehicle is a hybrid vehicle, having an engine, a motor, and a clutch, and is configured with an engine mode. The system includes:

[0040] An engine mode start module, configured to not send a starting instruction for the engine when the vehicle enters the engine mode;

[0041] A preprocessing module, configured to trigger a vehicle static gear shifting process in response to a gear shifting operation on the vehicle;

[0042] A first processing module, configured to execute a first control program of the vehicle static gear shifting process. Among them, the first control program includes, during the clutch engagement stage, when it is recognized that the engine is not started, monitoring the position of the clutch, and sending a starting instruction for the engine when the position of the clutch reaches a preset sliding mode point;

[0043] A second processing module, configured to execute a second control program of the vehicle static gear shifting process. Among them, the second control program includes, during the clutch disengagement stage, monitoring the speed of the motor, and controlling the vehicle to shift gears when the speed meets the set requirements.

[0044] At least one embodiment of the present disclosure further provides a storage medium. The storage medium stores a program or instruction, and when the program or instruction is executed by a processor, it implements the steps of the method provided by any one of the embodiments of the present disclosure.

[0045] At least one embodiment of the present disclosure further provides a program product, including a program or instruction. Among them, when the program or instruction is executed by a processor, it implements the steps of the method provided by any one of the embodiments of the present disclosure.

[0046] The engine mode static shifting method, system, medium and program product of a vehicle provided by an embodiment of the present disclosure do not start the engine temporarily when the vehicle enters the engine. When the clutch runs to the slip point during the clutch engagement stage, an engine start command is sent, and only a small rotational speed appears in the motor, effectively shortening the engine mode static shifting time. This method reduces the requirements for the control index (slip point) of the clutch slip position, reduces the calibration difficulty of calibration engineers to a certain extent, reduces the labor and time costs, and is applicable to clutch configurations of different vehicle models, with high consistency and universality, avoiding multiple developments and tests, and reducing the development and test costs. Through the above measures, this method, system, medium and program product can significantly improve the efficiency and reliability of the vehicle engine mode static shifting. In practical applications, this innovative solution not only accelerates the shifting process, reduces the power interruption time, but also optimizes the driving experience, enabling the vehicle to perform well in different driving scenarios. At the same time, due to its relatively loose control requirements for the clutch slip position, this solution can achieve good compatibility and adaptability on various vehicle models, further broadening its application scope and market potential, and solving the technical problem of too long static shifting time in the engine mode in related technologies.

[0047] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present disclosure. Brief Description of the Drawings

[0048] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present disclosure. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0049] Figure 1 It is a flowchart of an engine mode static shifting method provided by at least one embodiment of the present disclosure;

[0050] Figure 2 It is a flowchart of another engine mode static shifting method provided by at least one embodiment of the present disclosure;

[0051] Figure 3 It is a flowchart of yet another engine mode static shifting method provided by at least one embodiment of the present disclosure;

[0052] Figure 4 It is a flowchart of an example of the engine mode static shifting method provided by at least one embodiment of the present disclosure;

[0053] Figure 5 It is a measured shifting diagram of related technologies;

[0054] Figure 6 The measured shift diagram of the engine mode static shift method example provided by at least one embodiment of the present disclosure;

[0055] Figure 7 The structural block diagram of an engine mode static shift system provided by at least one embodiment of the present disclosure;

[0056] Figure 8 The composition schematic diagram of a program product provided by at least one embodiment of the present disclosure. Detailed implementation manners

[0057] The present disclosure will be further described in detail below with reference to the accompanying drawings and embodiments. It should be specifically noted that the following embodiments are only used to illustrate the present disclosure, but do not limit the scope of the present disclosure. Similarly, the following embodiments are only some embodiments of the present disclosure rather than all embodiments. All other embodiments obtained by those of ordinary skill in the art without creative efforts fall within the scope of protection of the present disclosure.

[0058] The terms "first", "second", and "third" in the embodiments of the present disclosure are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first", "second", and "third" may explicitly or implicitly include at least one of the features.

[0059] In the description of the present disclosure, the meaning of "a plurality" is at least two, such as two or three, etc., unless otherwise specifically defined.

[0060] In the present disclosure, the terms "an embodiment", "some embodiments", "example", "specific example", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without conflict, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0061] The terms "including" and "having" in the embodiments of the present disclosure and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but optionally further includes steps or units not listed, or optionally further includes other steps or components inherent to these processes, methods, products, or devices.

[0062] As used herein, "program product" includes, but is not limited to, an electronic device or an electronic apparatus.

[0063] As used herein, "electronic device" includes, but is not limited to, a device configured to receive / transmit communication signals via a wired connection (such as via a Public Switched Telephone Network (PSTN), Digital Subscriber Line (DSL), digital cable or direct cable connection, and / or another data connection / network) and / or via a wireless interface (such as for a cellular network, Wireless Local Area Network (WLAN), digital television network such as a DVB-H network, satellite network or AM-FM broadcast transmitter, and / or another communication terminal). A communication terminal configured to communicate via a wireless interface may be referred to as a "wireless communication terminal", "wireless terminal" or "mobile terminal". Examples of mobile terminals include, but are not limited to, satellite or cellular telephones; Personal Communication System (PCS) terminals that may combine cellular radiotelephone with data processing, facsimile and data communication capabilities; PDAs that may include a radiotelephone, pager, Internet / intranet access, Web browser, notepad, calendar and / or Global Positioning System (GPS) receiver; and conventional laptop and / or palmtop receivers or other electronic devices including radiotelephone transceivers. A mobile phone is an electronic device configured with a cellular communication module.

[0064] The term "P2 parallel architecture" in the embodiments of the present disclosure is a specific power architecture of a hybrid vehicle, in which a motor is arranged between an engine and a transmission to form a parallel structure. In the P2 parallel architecture, a clutch is located between the motor and the engine. When the clutch is disengaged, the power source is only from the motor; when the clutch is engaged, the power source is from the combination of the engine and the motor.

[0065] The term "engine mode" in the embodiments of the present disclosure is a mode in which the motor or the battery fails severely and cannot be used, and only the engine of the whole vehicle participates in the operation. In this mode, the power source of the vehicle depends entirely on the engine, and the motor or the battery system will no longer provide power output.

[0066] The term "slip point" in the embodiments of the present disclosure refers to an intermediate state between disengagement and engagement in the position range of the clutch. At the slip point, the clutch just starts to transfer power. At this time, there is relative sliding between the driving and driven disks of the clutch, generating a frictional torque for gradually increasing or decreasing the power transmitted to the transmission. Precise control of the slip point is crucial for achieving smooth shifting, as it must ensure a smooth transition of power and avoid excessive wear of the clutch. In the engine mode, the management of the slip point during the static shifting process is particularly critical, as it directly affects the smoothness of shifting and the service life of the clutch.

[0067] The term "manual trial-and-error method" in the embodiments of the present disclosure is a method used to determine the optimal shifting parameters during the development of the static shifting strategy for a vehicle engine mode. This method relies on the experience and judgment of engineers, and through repeated tests and adjustments of the shifting parameters, aims to optimize shifting smoothness, reduce shock, and improve driving comfort. Although the manual trial-and-error method is time-consuming, it is still an effective strategy development means in the absence of accurate mathematical models or simulation tools.

[0068] The term "transmission control unit" in the embodiments of the present disclosure, with the full English name Transmission Control Unit and abbreviated as TCU, includes a clutch and a transmission controller. It is responsible for receiving signals from the engine control unit (ECU) and other vehicle sensors, and controlling the shifting operation of the transmission based on these signals and the driver's driving intention. In the engine mode, the TCU needs to ensure a smooth and efficient shifting process to ensure that the vehicle can still maintain good power performance and driving comfort when driven only by the engine.

[0069] The term "key start position" in the embodiments of the present disclosure is a specific position to which the key is rotated during the vehicle startup process, at which time the vehicle electrical system is fully activated. The key start position is a key link in the vehicle startup process, ensuring that the engine and transmission can work together in an optimized state at the initial stage of startup.

[0070] The term "engine mode" in the embodiments of the present disclosure is the state in which the vehicle operates with power provided only by the engine. In this mode, the engine needs to meet all the power requirements for vehicle driving, so the working state of the engine needs to be precisely controlled.

[0071] The term "parking neutral state" in the embodiments of the present disclosure is the state in which the vehicle is in neutral but the vehicle itself is not moving. In this state, the vehicle is stationary. The parking neutral state is a common state in vehicle operation, especially frequently used when waiting for traffic lights or making a temporary stop.

[0072] Figure 1 It is a flowchart of a static shifting method for an engine mode provided for at least one embodiment of the present disclosure. The vehicle is a hybrid vehicle, having an engine, a motor, and a clutch, and is configured with an engine mode. As Figure 1 shown, this method may include the following steps S10 - step S40 to complete the static shifting function of the engine mode.

[0073] Step S10: When the vehicle enters the engine mode, do not send the engine starting instruction temporarily.

[0074] Step S20: Trigger the vehicle static gear shifting process in response to a gear shifting operation on the vehicle.

[0075] Step S30: Execute the first control program of the vehicle static gear shifting process. Among them, the first control program includes, during the clutch engagement stage, when it is recognized that the engine is not started, monitoring the position of the clutch, and sending a starting instruction for the engine when the position of the clutch reaches a preset synovial point.

[0076] Step S40: Execute the second control program of the vehicle static gear shifting process. Among them, the second control program includes, during the clutch disengagement stage, monitoring the speed of the motor, and controlling the vehicle to shift gears when the speed meets the set requirements.

[0077] It should be noted that Steps S10 - S40 illustrate the implementation process of a possible static gear shifting method in the engine mode. However, the embodiments of the present disclosure are not limited thereto, and may also include other steps or variations. For example, in some embodiments, additional steps can be added to optimize the smoothness of the gear shifting process or reduce the gear shifting time. In addition, although Step S10 describes not sending a starting instruction for the engine temporarily, in other embodiments, it can also be considered to start the engine immediately when the vehicle enters the engine mode, and then adjust the gear shifting process according to the actual situation. In short, the embodiments of the present disclosure provide a flexible and efficient static gear shifting method in the engine mode to meet the needs of different vehicles and driving conditions.

[0078] Some embodiments of the present disclosure also provide a system, a medium (storage medium), and a program product corresponding to the above method.

[0079] The method provided by at least one embodiment of the present disclosure is applicable to the static gear shifting scenario in the engine mode of any existing hybrid vehicle, and the embodiments of the present disclosure are not limited thereto. For example, this method can be applied to a hybrid vehicle equipped with an internal combustion engine and an electric motor. When performing static gear shifting in the engine mode, it can optimize the gear shifting process and reduce the impact of engine start on the smoothness of gear shifting. For example, when a hybrid vehicle switches from the pure electric mode to the engine mode, the traditional method may start the engine immediately, which may cause a sense of jerk during the gear shifting process. However, the embodiments of the present disclosure improve the smoothness of gear shifting and driving comfort by not sending a starting instruction for the engine temporarily and starting the engine under appropriate clutch position and motor speed conditions. In addition, this method is also applicable to different types of hybrid systems, such as series, parallel, or series-parallel hybrid systems, showing its wide applicability and flexibility.

[0080] Compared with the related art, when the vehicle enters the engine, the engine is not started temporarily. When the clutch reaches the slip point during the clutch engagement stage, an engine start command is sent, and the motor only has a small rotational speed, effectively shortening the static shift time in the engine mode. This method has lower requirements for the control index (slip point) of the clutch slip position, reduces the calibration difficulty of calibration engineers to a certain extent, reduces labor and time costs, and is applicable to clutch configurations of different vehicle models, with high consistency and universality, avoiding multiple development and tests, and reducing development and test costs. Through the above measures, the method, system, medium, and program product can significantly improve the efficiency and reliability of the static shift in the vehicle engine mode. In practical applications, this innovative solution not only accelerates the shift process, reduces the power interruption time, but also optimizes the driving experience, enabling the vehicle to perform well in different driving scenarios. At the same time, due to its relatively loose control requirements for the clutch slip position, this solution can achieve good compatibility and adaptability on various vehicle models, further expanding its application scope and market potential, and solving the technical problem of too long static shift time in the engine mode in the related art.

[0081] Among them, for step S10, after the vehicle enters the engine mode, the engine start command is not sent temporarily, and the engine is not started temporarily. That is, in the neutral parking state, the engine will not be forced to start due to the need for the engine mode. This step is significantly different from the prior art.

[0082] For step S20, when the driver has a shift operation, during the clutch engagement stage, first determine whether the engine has started. If it has started, proceed according to the original set process. If it has not started, execute steps S30 - S40.

[0083] For step S30, during the clutch engagement stage, only when the clutch position meets specific conditions (the clutch is currently at the slip point position), the system will send the engine start command to start the engine. After starting the engine, the motor speed will increase, and since the clutch will be quickly disengaged after starting at the slip point, the motor speed will not rise too high. Such a control strategy can effectively avoid the impact and jerks caused by the immediate start of the engine in the engine mode, ensuring the smoothness of the shift process and the comfort of driving. In the related art, before the clutch engagement stage and when starting the engine, when the PI parameters are not appropriate, the clutch is likely to instantaneously exceed the slip point and fluctuate nearby, and the motor speed will be instantaneously pulled up.

[0084] For step S40, during the clutch engagement phase, by monitoring the motor speed, the timing for a smooth gear shifting phase is obtained. When the motor speed reaches the preset smooth speed range, the system determines it as the optimal timing for the gear shifting phase, and at this time, the gear shifting operation is executed. Such a control strategy can ensure that during the clutch engagement process, the engine starts and smoothly transitions to the gear shifting phase. At the same time, through the real-time monitoring and precise control of the motor speed, the accuracy and response speed of gear shifting can also be improved, thereby enhancing the driving performance and ride comfort of the entire vehicle.

[0085] Figure 2 The flowchart of another engine mode static gear shifting method provided by at least one embodiment of the present disclosure. The vehicle also has a battery for supplying power to the motor and the vehicle, and is configured with a key start gear. As Figure 2 shown, on the basis of Figure 1 in order to ensure the normal operation of the vehicle, the method further includes the following steps S01 - step S02 to complete the engine mode self-start function.

[0086] Step S01: In response to the start operation of the key start gear, identify whether at least one of the motor or the battery has a serious fault of a set level.

[0087] Step S02: If so, control the vehicle to enter the engine mode and send out a first notification message for indicating that the vehicle enters the engine mode.

[0088] Among them, through steps S01 - step S02, the status of the motor or the battery can be effectively monitored before the engine starts. Once it is found that the motor or the battery has a serious fault of a set level, the system can quickly respond and switch the vehicle to the engine mode to ensure the normal start and operation of the vehicle. At the same time, by sending out the first notification message, the driver can be reminded of the current status of the vehicle, enabling the driver to understand in time and take corresponding measures. This design not only improves the safety and reliability of the vehicle but also enhances the driving experience. If neither the motor nor the battery has a serious fault of a set level, the current operating state of the vehicle remains unchanged. The level of the serious fault can be adjusted according to different requirements, and the embodiments of the present disclosure do not limit this.

[0089] Figure 3 The flowchart of yet another engine mode static gear shifting method provided by at least one embodiment of the present disclosure. The vehicle also has a handbrake and is configured with a parking neutral state. As Figure 3 shown, on the basis of Figure 1 in order to effectively manage the vehicle's engine-off state, the method further includes the following steps S50 - step S90 to complete the anti-noise function in the engine mode.

[0090] Step S50: After the vehicle has finished driving, control the vehicle to enter the parking neutral state and pull up the handbrake.

[0091] Step S60: Send out a second notification message for indicating that the vehicle has entered the parking neutral state.

[0092] Step S70: Send a consultation instruction to the driver to select whether to turn off the engine.

[0093] Step S80: In response to receiving the first reply message indicating that the driver selects to turn off the engine for the above consultation instruction, send the shutdown instruction for the engine.

[0094] Step S90: In response to receiving the second reply message indicating that the driver selects not to turn off the engine for the above consultation instruction, do not send the shutdown instruction for the engine.

[0095] Among them, through Step S50 - Step S90, effective management of the vehicle shutdown state can be achieved. After the vehicle has finished driving, the system will first control the vehicle to enter the parking neutral state and pull up the handbrake to ensure the vehicle is parked safely. Subsequently, the system will send out a second notification message to inform the driver that the vehicle has entered the parking neutral state, which enhances the driver's perception of the vehicle state. Immediately afterwards, the system will send a consultation instruction to the driver to ask whether the driver selects to turn off the engine. According to the driver's reply, the system will make corresponding responses: if the driver selects to turn off the engine, the system will send the shutdown instruction for the engine to stop the engine from running; if the driver selects not to turn off the engine, the system will not send the shutdown instruction and keep the engine running. This process design not only improves the convenience of vehicle use but also fully considers the actual needs of the driver, reflecting the user-friendly design concept.

[0096] In some embodiments, in order to achieve optimal control of engine starting, the first control program in Step S30 includes the following sub-steps S301 - sub-step S306.

[0097] Sub-step S301: Perform a torque clearing operation on the vehicle.

[0098] Sub-step S302: Perform a gear disengaging operation on the vehicle.

[0099] Sub-step S303: Perform a gear selection operation on the vehicle.

[0100] Sub-step S304: Perform a clutch engagement operation on the vehicle, and during the clutch engagement stage, identify whether the engine starts.

[0101] Sub-step S305: If so, monitor the position of the clutch, and when the position of the clutch reaches a preset sliding mode point, send the starting instruction for the engine and a third notification message for indicating that the engine has started, and end the first control program.

[0102] Sub-step S306: If not, end the first control program.

[0103] Among them, through sub-steps S301 - S306, the intelligent control of the engine during the static gear shifting process is realized. After performing the torque clearing and gear disengaging operations, the system can automatically select a gear and judge the state of the engine during the process of the clutch engagement. If the engine has been started, the system will accurately monitor the position of the clutch. Once the clutch reaches the synchro point, it will immediately send the engine starting instruction to ensure the smoothness and efficiency of the gear shifting process. At the same time, the system will send the third notification message to timely inform the driver that the engine has been started, improving the driver experience. If the engine has not been started, the control program will be ended to avoid unnecessary operations, reflecting the intelligence and efficiency of the system.

[0104] In some embodiments, the second control program in step S40 includes the following sub-steps S401 - S402.

[0105] Sub-step S401: Obtain the rotation speed of the motor, obtain the actual speed difference related to the rotation speed, monitor the actual speed difference, and perform the clutch disengagement operation on the vehicle when the actual speed difference is greater than the first calibrated value.

[0106] Sub-step S402: During the clutch disengagement stage, obtain the falling edge of the actual speed difference and monitor the falling edge. When the actual speed difference on the edge is greater than the second calibrated value, shift gears for the vehicle.

[0107] Among them, the actual speed difference can be the difference between the rotation speed of the motor and the theoretical rotation speed, or the difference between the rotation speed of the motor and the engine rotation speed, or other actual speed differences related to the rotation speed. The embodiments of the present disclosure do not limit this. Through sub-steps S401 - S402, the precise control of the vehicle gear shifting process is realized. After the engine starts and runs stably, the system can respond quickly, judge the gear shifting timing according to the change of the motor rotation speed, and avoid the gear shifting shock and power loss caused by the rotation speed mismatch. In addition, by monitoring the falling edge of the actual speed difference, the system can more accurately grasp the gear shifting point to ensure the smoothness and smoothness of the gear shifting process. This precise control method not only improves the driving comfort, but also effectively extends the service life of the vehicle.

[0108] In some embodiments, the vehicle also has a vehicle controller, and the vehicle controller is used to issue the starting instruction and the stopping instruction. And, sub-step S305 in the first control program is configured to: when the position of the clutch has not reached the synchro point, delay the calibrated time for issuing the starting instruction, and then the vehicle controller sends the engine starting instruction at the delayed calibrated time, where the calibrated time is configured to enable the engine to start smoothly when the clutch is at the synchro point.

[0109] Among them, the vehicle controller, as the central nervous system of the vehicle, is responsible for coordinating the work of each component to ensure the efficient and safe operation of the vehicle. During the startup process, the vehicle controller plays a crucial role. Through the carefully designed control logic, the vehicle controller can intelligently determine the optimal timing of startup, avoiding the adverse effects caused by the engine starting too early or too late. Especially when the position of the clutch has not reached the synovial point, if the engine starts too early, it may lead to a speed mismatch between the clutch and the engine, resulting in shift shock and power loss. The vehicle controller ensures that the engine can start smoothly when the clutch reaches the synovial point by delaying the sending of the startup command, thus further optimizing the shifting process. In addition, the precise configuration of the calibration time is also the key to achieving smooth startup, which needs to be flexibly adjusted according to the specific situation of the vehicle and the driving environment to ensure the smoothness and reliability of the engine startup.

[0110] In some embodiments, the setting requirements are configured to be related to the design parameters of the vehicle and the current operating conditions of the vehicle, and the shifting time of the vehicle is made less than the set value. And, identifying whether the engine has started in sub-step S304 includes: obtaining the air pressure at the output end of the engine and identifying whether the engine has started according to the air pressure; or, obtaining the water temperature of the engine and identifying whether the engine has started according to the water temperature.

[0111] Among them, when the air pressure at the output end of the engine reaches the preset threshold, the system determines that the engine has started. At this time, the vehicle controller will finely adjust the shifting process of the vehicle according to the established control strategy. Similarly, when the water temperature of the engine reaches a certain specific range, it is also regarded as a sign that the engine has started, and the vehicle controller will make corresponding shifting adjustments accordingly. Both of these identification methods can effectively capture the moment when the engine starts, ensuring the precise control of the shifting process. Through such a design, the shifting time of the vehicle is significantly shortened, while ensuring the smoothness and comfort of the shifting process, further enhancing the driving experience and the overall performance of the vehicle.

[0112] In some embodiments, the first calibration quantity and the second calibration quantity are configured to be related to the design parameters of the vehicle and the current operating conditions of the vehicle, and the vehicle runs smoothly during the shifting process. Specifically, the first calibration quantity may involve the preset values of key parameters such as engine speed and torque, and these preset values are carefully adjusted according to the design parameters of the vehicle (such as engine type, transmission gear ratio, etc.). The second calibration quantity is closely related to the current operating conditions of the vehicle (such as vehicle speed, load, etc.). By real-time monitoring these condition parameters, the system can dynamically adjust the shifting strategy to ensure the smoothness of the shifting process. Such a configuration not only improves the smoothness of shifting but also effectively avoids the vehicle jerks caused by shifting, bringing a more smooth and comfortable driving experience to the driver.

[0113] In some embodiments, the vehicle further has a start-stop switch that connects the vehicle control unit and the engine. This start-stop switch allows the driver to manually control the start and stop functions of the engine to adapt to different driving needs and preferences. When the driver selects to enable the start-stop function, the vehicle control unit will intelligently determine when to shut down or restart the engine based on the real-time operating conditions of the vehicle and the preset algorithm logic.

[0114] In some embodiments, severe faults include motor overcurrent faults, motor overvoltage faults, and abnormal low-voltage power supply voltage of the battery. Exemplarily, when the vehicle experiences pre-set level 3 motor overcurrent and overvoltage faults, level 3 abnormal low-voltage power supply voltage faults of the battery management system (BMS), etc., the vehicle directly enters the pure engine mode. At this time, the engine will serve as the sole power source to drive the vehicle forward to ensure that the basic driving ability of the vehicle is not affected. Meanwhile, the system will immediately trigger a fault alarm, sending a warning to the driver through the instrument panel or in-vehicle display, prompting the driver to pay attention to the fault situation and send the vehicle to a repair station for maintenance as soon as possible. In addition, to avoid potential safety risks caused by the fault, the system may also automatically limit some functions of the vehicle, such as reducing the maximum speed, restricting the acceleration performance, etc., until the fault is repaired.

[0115] Figure 4 This is a flowchart of an example of the engine mode static shift method provided by at least one embodiment of the present disclosure. As Figure 4 shown, after the vehicle enters the pure engine mode, the vehicle control unit does not send an engine start instruction temporarily. That is, in the neutral parking state, the engine will not be forced to start due to the required engine mode. When the driver has a shifting operation, during the clutch engagement stage, first, the vehicle control unit determines whether the engine has started. For external reasons such as low air pressure or low engine water temperature, if it has started, proceed according to the original process; if not, wait until the clutch position is less than the slip point position (not yet reaching the slip point), delay for the calibrated time, and then the vehicle control unit sends an engine start instruction. Since the engine starts from zero speed at this time and the clutch is currently at the slip point position, at the moment of starting, the motor speed will immediately rise and will not rise too high. Then, the speed difference requirement range is immediately met, entering the clutch disengagement stage, and the motor speed will immediately drop naturally. The falling-edge speed difference requirement range can be met in a short time. After that, shift gears, shortening the time for the motor in the related art to drop naturally at a high speed, and thus shortening the shifting time. At the same time, when the driver finishes driving and parks to rest, if the handbrake is pulled up and the gear has returned to neutral, the vehicle control unit sends an engine stop instruction and the engine shuts down. After shutting down, additional problems such as noise and high fuel consumption caused by the engine in the original method can be avoided. To meet the driving habits of different drivers, an external automatic start-stop switch is connected to the vehicle control unit here. If the function is turned on, the engine shuts down; if it is turned off, the engine does not shut down, providing multiple options for the driver.

[0116] Figure 5 It is a measured shift diagram of the related technology, that is, after the engine is started, operations such as clearing torque, disengaging the gear, selecting a gear, engaging the clutch, disengaging the clutch, and engaging the gear are performed. It can be seen that the motor speed is pulled up to 600+ rpm at most, and the shift time is about 3.2 s. Figure 6 It is a measured shift diagram of the engine mode static shift method example provided by at least one embodiment of the present disclosure. It can be seen that the motor speed is pulled up to 200+ rpm at most, and the shift time is about 1.8 s. Obviously, the method of the present disclosure achieves the purpose of shortening the shift time.

[0117] From the above description, it can be seen that the present disclosure has at least achieved the following technical effects:

[0118] 1. In the parking neutral state, the driver can choose whether to turn off the engine, which reduces the engine idle running time to a certain extent, reduces noise, and at the same time effectively enhances the human-machine interaction and driving friendliness to the driver.

[0119] 2. The method has lower requirements for the control index (slip point) of the clutch slip position, reduces the calibration difficulty of the calibration engineer to a certain extent, and reduces the labor and time costs.

[0120] 3. The method effectively shortens the engine mode static shift time and improves the driving comfort of the driver.

[0121] 4. The method has the engine automatic start-stop function in the engine mode, which can reduce the engine start time to a certain extent, reduce noise, and at the same time effectively enhances the human-machine interaction and driving friendliness.

[0122] The embodiment of the present disclosure also provides an engine mode static shift system for implementing the above method embodiment. The vehicle is a hybrid vehicle, which has an engine, a motor and a clutch, and is configured with an engine mode. Figure 7 It is a structural block diagram of an engine mode static shift system provided by at least one embodiment of the present disclosure. As Figure 7 shown, the engine mode static shift system 1 includes an engine mode start module 10, a preprocessing module 20, a first processing module 30 and a second processing module 40.

[0123] The engine mode start module 10 is configured to not send the engine start command temporarily when the vehicle enters the engine mode.

[0124] The preprocessing module 20 is configured to trigger the vehicle static shift process in response to the shift operation of the vehicle.

[0125] The first processing module 30 is configured to execute the first control program of the vehicle static gear shifting process. Among them, the first control program includes, during the clutch engagement stage, when it is recognized that the engine is not started, monitoring the position of the clutch, and sending a starting instruction for the engine when the position of the clutch reaches a preset sliding mode point.

[0126] The second processing module 40 is configured to execute the second control program of the vehicle static gear shifting process. Among them, the second control program includes, during the clutch disengagement stage, monitoring the speed of the motor, and controlling the vehicle to shift gears when the speed meets the set requirements.

[0127] The specific manners of the operations executed by each unit in the above device embodiments have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0128] The embodiments of the present disclosure further provide a storage medium storing a program or instruction, and the program or instruction, when executed by a processor, implements the steps of the above method embodiments.

[0129] The embodiments of the present disclosure further provide a program product, as Figure 8 shown, the program product includes one or more processors 21 and a memory 22, Figure 8 taking one processor 21 as an example.

[0130] The controller may further include: an input device 23 and an output device 24.

[0131] The processor 21, the memory 22, the input device 23 and the output device 24 may be connected through a bus or other means, Figure 5 taking connection through a bus as an example.

[0132] The processor 21 may be a central processing unit (CPU for short), and the processor 21 may also be other general-purpose processors, digital signal processors (DSP for short), application specific integrated circuits (ASIC for short), field-programmable gate arrays (FPGA for short) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. chips, or a combination of the above types of chips. The general-purpose processor may be a microprocessor or any conventional processor.

[0133] The memory 22, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and modules, such as the program instructions / modules corresponding to the methods in the embodiments of the present disclosure. The processor 21 executes various functional applications and data processing of the server by running the non-transitory software programs, instructions, and modules stored in the memory 22, that is, to implement the steps of the above method embodiments.

[0134] The memory 22 may include a program storage area and a data storage area. Among them, the program storage area can store an operating system and application programs required for at least one function; the data storage area can store data created according to the use of the processing device of the server operation, etc. In addition, the memory 22 may include high-speed random access memory, and may also include non-transitory memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transitory solid-state storage devices. In some embodiments, the memory 22 may optionally include a memory remotely provided relative to the processor 21, and these remote memories can be connected to the network connection device through a network. Examples of the above networks include but are not limited to the Internet, an enterprise intranet, a local area network, a mobile communication network, and combinations thereof.

[0135] The input device 23 can receive input digital or character information, and generate key signal inputs related to the driver settings and function controls of the processing device of the server. The output device 24 may include a display device such as a display screen.

[0136] One or more modules are stored in the memory 22, and when executed by one or more processors 21, they execute as Figure 1 shown in the method.

[0137] This program product can be part of a drive system or part of a vehicle.

[0138] Those skilled in the art can understand that to implement all or part of the processes in the above method embodiments, it can be completed by instructing relevant hardware through a computer program. The program can be stored in a computer-readable storage medium, and when the program is executed, it can include the processes of the above method embodiments. Among them, the storage medium can be a magnetic disk, an optical disc, a read-only memory (ROM), a random access memory (RAM), a flash memory (FM), a hard disk drive (HDD), or a solid-state drive (SSD), etc.; the storage medium can also include a combination of the above types of memories.

[0139] While embodiments of the present disclosure have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present disclosure, and such modifications and variations fall within the scope defined by the appended claims.

[0140] Although the embodiments of the present disclosure have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present disclosure.

Claims

1. A static shifting method for the engine mode of a vehicle, wherein, The vehicle is a hybrid vehicle, having an engine, an electric motor, and a clutch, and is configured with an engine mode. It is characterized in that the method includes: When the vehicle enters the engine mode, the starting instruction of the engine is not sent temporarily; In response to a gear shifting operation on the vehicle, a vehicle static gear shifting process is triggered; Execute the first control program of the vehicle static gear shifting process, wherein the first control program includes, during the clutch engagement stage, when it is identified that the engine has not started, monitoring the position of the clutch, and sending the starting instruction of the engine when the position of the clutch reaches a preset sliding mode point; and, Execute the second control program of the vehicle static gear shifting process, wherein the second control program includes, during the clutch disengagement stage, monitoring the rotational speed of the electric motor, and controlling the vehicle to engage a gear when the rotational speed meets the set requirements.

2. The method according to claim 1, characterized in that, The vehicle further has a battery for supplying power to the electric motor and the vehicle, and is configured with a key start gear. And the method further includes: In response to a start operation on the key start gear, identifying whether at least one of the electric motor and the battery has a serious fault of a set level; and, If so, controlling the vehicle to enter the engine mode, and sending a first notification message for indicating that the vehicle enters the engine mode.

3. The method according to claim 1 or 2, characterized in that, The vehicle further has a handbrake, and is configured with a park neutral state. And the method further includes: After the vehicle finishes driving, controlling the vehicle to enter the park neutral state, and pulling up the handbrake; Sending a second notification message for indicating that the vehicle enters the park neutral state; Sending a consultation instruction to the user to select whether to turn off the engine; In response to receiving a first reply message indicating to turn off the engine from the user for the above consultation instruction, sending a shutdown instruction of the engine; and, In response to receiving a second reply message indicating not to turn off the engine from the user for the above consultation instruction, not sending a shutdown instruction of the engine.

4. The method according to claim 1 or 2, characterized in that, The first control program includes: Performing a torque clearing operation on the vehicle; Performing a gear disengaging operation on the vehicle; Performing a gear selection operation on the vehicle; Performing a clutch engagement operation on the vehicle, and during the clutch engagement stage, identifying whether the engine has started; If so, monitoring the position of the clutch, sending the starting instruction of the engine and a third notification message for indicating the engine start when the position of the clutch reaches a preset sliding mode point, and ending the first control program; If not, ending the first control program.

5. The method according to claim 3, wherein The second control program includes: Obtaining the rotational speed of the electric motor, and obtaining an actual speed difference related to the rotational speed, monitoring the actual speed difference, and performing a clutch disengagement operation on the vehicle when the actual speed difference is greater than a first calibrated quantity; During the clutch disengagement stage, obtaining a falling edge of the actual speed difference, and monitoring the falling edge, and engaging a gear for the vehicle when the actual speed difference on the edge is greater than a second calibrated quantity.

6. The method according to claim 4, characterized in that, The vehicle further includes a vehicle controller configured to issue the engine start command and the engine stop command; and, the first control program further includes: When the position of the clutch has not reached the synovial point, delaying the calibrated time for issuing the engine start command, and then the vehicle controller sends the engine start command at the delayed calibrated time, where the calibrated time is configured such that the engine starts smoothly when the clutch reaches the synovial point.

7. The method according to claim 4, wherein The set requirement is configured to be related to the design parameters of the vehicle and the current operating conditions of the vehicle, and to make the gear shift time of the vehicle less than a set value; And, the identifying whether the engine has started includes: Obtaining the air pressure at the output end of the engine and identifying whether the engine has started based on the air pressure; Alternatively, obtaining the water temperature of the engine and identifying whether the engine has started based on the water temperature.

8. The method according to claim 5, wherein The first calibrated quantity and the second calibrated quantity are configured to be related to the design parameters of the vehicle and the current operating conditions of the vehicle, and to make the vehicle operate smoothly during the gear shift process; and, The vehicle further includes a start-stop switch connecting the vehicle controller and the engine; The serious faults include motor overcurrent fault, motor overvoltage fault, and abnormal battery low-voltage supply voltage.

9. A static shift system for the engine mode of a vehicle, wherein, The vehicle is a hybrid vehicle having an engine, a motor, and a clutch, and is configured with an engine mode. Characterized in that, the system includes: An engine mode start module configured to not send the engine start command temporarily when the vehicle enters the engine mode; A preprocessing module configured to trigger a vehicle static gear shift process in response to a gear shift operation on the vehicle; A first processing module configured to execute a first control program of the vehicle static gear shift process, where the first control program includes, during the clutch engagement stage, when it is identified that the engine has not started, monitoring the position of the clutch, and sending the engine start command when the position of the clutch reaches a preset synovial point; A second processing module configured to execute a second control program of the vehicle static gear shift process, where the second control program includes, during the clutch disengagement stage, monitoring the speed of the motor, and controlling the vehicle to engage a gear when the speed meets the set requirement.

10. A storage medium, characterized in that, The storage medium stores a program or instruction, and the program or instruction, when executed by a processor, implements the steps of the method according to any one of claims 1 to 8.

11. A program product, comprising a program or instructions, characterized in that, The program or instruction, when executed by a processor, implements the steps of the method according to any one of claims 1 to 8.

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