Vehicle mode switching control method and device, electronic equipment and storage medium

Abstract

The invention discloses a vehicle mode switching control method and device, electronic equipment and a storage medium. The method relates to the field of vehicle control and comprises the steps that in the process that a vehicle is switched from a first mode to a second mode, in response to the fact that an engine of the vehicle enters a speed regulation stage, a clutch of the vehicle is pressurized, the first mode is used for indicating that the engine does not participate in wheel driving of the vehicle, and the second mode is used for indicating that the engine does not participate in wheel driving of the vehicle; the second mode is used for indicating that the engine participates in wheel driving; after the speed regulation stage of the engine is completed, in response to the received clutch connection request, pressurizing operation on the clutch is stopped; and the clutch is controlled to be engaged, so that the vehicle is switched to the second mode. The technical problem that the efficiency of vehicle mode switching is low in the prior art is solved.

Description

Technical Field

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

[0002] In the field of vehicle control, achieving a smooth transition between the engine and the drive motor during mode switching is a pressing technical challenge. Related art mode switching control strategies, such as those used when switching from series mode (where the engine is not involved in the drive) to parallel mode (where the engine is directly involved in the drive), involve a clutch transition from disengaged to engaged. If this does not align with the engine's speed regulation, a torque shock can occur, leading to power interruption or vibration during the mode switch. This results in low efficiency in mode switching within related art.

[0003] To address the above-mentioned problems, no effective solutions have been proposed so far. Summary of the Invention

[0004] Embodiments of the present invention provide a method, device, electronic device, and storage medium for controlling vehicle mode switching, so as to at least solve the technical problem of low efficiency in vehicle mode switching in related technologies.

[0005] According to one aspect of an embodiment of the present invention, a control method for vehicle mode switching is provided, the method comprising: in the process of switching the vehicle from a first mode to a second mode, in response to the vehicle's engine entering a speed regulation stage, performing a charging operation on the vehicle's clutch, wherein the first mode is used to indicate that the engine does not participate in driving the vehicle's wheels, and the second mode is used to indicate that the engine participates in driving the wheels; after the engine completes the speed regulation stage, in response to receiving a clutch engagement request, terminating the clutch charging operation; and controlling the clutch to perform an engagement action to switch the vehicle to the second mode.

[0006] In an embodiment of the present invention, a charging operation is performed on the clutch of a vehicle, including: performing a charging operation on the clutch and detecting the clutch pressure of the clutch; in response to the clutch pressure reaching a target pressure value, controlling the clutch pressure to remain within a preset range of the target pressure value, wherein the target pressure value is less than the clutch pressure inflection point value, the clutch pressure inflection point value is used to represent the pressure value corresponding to the inflection point on the target curve where the slope change rate is greater than the preset change rate, and the target curve is used to represent a curve of the clutch transmission torque of the clutch changing with the clutch pressure.

[0007] In an embodiment of the present invention, the method further includes: obtaining a preset pressure compensation value of the clutch, wherein the preset pressure compensation value is used to represent a pre-set pressure value for error compensation of the charging operation; and determining a target pressure value based on the clutch pressure inflection point value and the preset pressure compensation value.

[0008] In an embodiment of the present invention, determining the target pressure value based on the clutch pressure inflection point value and the preset pressure compensation value includes determining the target pressure value based on the difference between the clutch pressure inflection point value and the preset pressure compensation value.

[0009] In an embodiment of the present invention, performing a pressure charging operation on the clutch includes: sending a target duty cycle signal to an oil pump in a transmission of the vehicle to perform a pressure charging operation on the clutch, wherein the target duty cycle signal is used to control the oil pump to perform an oil charging operation on the clutch, and the target duty cycle signal is obtained in advance by performing a calibration test on the transmission.

[0010] In an embodiment of the present invention, the method further includes: in response to the engine not completing the speed regulation stage, suspending the clutch charging operation; and controlling the clutch to perform a disengagement action to maintain the vehicle in the first mode.

[0011] According to another aspect of an embodiment of the present invention, a control device for switching vehicle modes is also provided, which includes: a charging module for charging the vehicle's clutch in response to the vehicle's engine entering a speed regulation stage during the process of switching the vehicle from a first mode to a second mode, wherein the first mode is used to indicate that the engine does not participate in driving the vehicle's wheels, and the second mode is used to indicate that the engine participates in driving the wheels; a termination module for terminating the charging operation of the clutch in response to receiving a clutch engagement request after the engine completes the speed regulation stage; and a control module for controlling the clutch to engage to switch the vehicle to the second mode.

[0012] According to another aspect of an embodiment of the present invention, an electronic device is provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention when running.

[0013] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided. The computer-readable storage medium includes a stored executable program, wherein when the executable program is running, the device where the computer-readable storage medium is located is controlled to execute the methods in various embodiments of the present invention.

[0014] According to another aspect of an embodiment of the present invention, a computer program product is provided, including a computer program. When the computer program is executed by a processor, the method in each embodiment of the present invention is implemented.

[0015] According to another aspect of an embodiment of the present invention, a computer program product is provided, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present invention is implemented.

[0016] According to another aspect of the embodiments of the present invention, a computer program is provided. When the computer program is executed by a processor, the methods in various embodiments of the present invention are implemented.

[0017] In an embodiment of the present invention, during a vehicle switching from a first mode to a second mode, when the vehicle's engine enters a speed regulation phase, a clutch charging operation can be synchronously controlled. Here, the first mode indicates that the engine does not participate in driving the vehicle's wheels, and the second mode indicates that the engine participates in driving the wheels. Then, after the engine completes the speed regulation phase, upon receiving a clutch engagement request, the clutch charging operation is controlled to be terminated. Finally, the clutch can be controlled to engage to switch the vehicle to the second mode. It is easy to note that in the present application, in the mode switching control of the vehicle, the clutch charging operation is simultaneously initiated when the engine enters the speed regulation phase, and the engine speed regulation process and the clutch charging process are controlled to be processed in parallel. By charging the clutch, the internal pressure of the clutch is increased to a pressure level closer to the pressure level required for engagement completion. In this way, after the speed regulation is completed, the clutch only needs to be pressurized with a smaller amount to achieve engagement, without having to start charging from zero pressure. This can significantly reduce the charging waiting time during the clutch engagement operation and improve the switching response speed. At the same time, after the engine speed regulation is completed, it immediately responds to the clutch engagement request, stops charging and directly performs the engagement action to ensure the connection of the entire switching process. It can fully utilize the charging potential energy accumulated in the speed regulation stage, and at the same time quickly respond and reduce the vehicle power interruption caused by delayed engagement, thereby improving driving smoothness and solving the technical problem of low efficiency in vehicle mode switching in related technologies. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0019] Figure 1 is a flow chart of a method for controlling vehicle mode switching according to an embodiment of the present invention;

[0020] Figure 2 is a schematic diagram of a partial structure of an optional vehicle transmission according to an embodiment of the present invention;

[0021] Figure 3is a schematic diagram of an optional target curve according to an embodiment of the present invention;

[0022] Figure 4 is a schematic diagram of a curve showing a variation of clutch pressure with a moving distance of an optional clutch active plate according to an embodiment of the present invention;

[0023] Figure 5 is a schematic diagram of a partial structure of an optional hybrid vehicle according to an embodiment of the present invention;

[0024] Figure 6 is a schematic diagram of vehicle mode switching without clutch pre-charging according to an optional embodiment of the present invention;

[0025] Figure 7 is a schematic diagram of vehicle mode switching in an optional clutch pre-charging condition according to an embodiment of the present invention;

[0026] Figure 8 is a schematic diagram of an optional vehicle mode switching control process according to an embodiment of the present invention;

[0027] Figure 9 2 is a schematic diagram of a vehicle mode switching control device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0028] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0029] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0030] According to one aspect of an embodiment of the present invention, a method for controlling vehicle mode switching is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0031] Figure 1 FIG. 1 is a flow chart of a method for controlling vehicle mode switching according to an embodiment of the present invention. Figure 1 As shown, the method includes the following steps:

[0032] Step S102 : During the process of switching the vehicle from the first mode to the second mode, in response to the engine of the vehicle entering a speed regulation phase, a clutch of the vehicle is charged.

[0033] The first mode is used to indicate that the engine does not participate in driving the wheels of the vehicle, and the second mode is used to indicate that the engine participates in driving the wheels.

[0034] The above-mentioned vehicle may refer to a hybrid vehicle, which may be equipped with at least two driving devices, an engine and a drive motor, and can flexibly select or combine the two driving devices according to driving conditions and needs. The specific model of the vehicle here can be determined according to actual needs and is not limited here.

[0035] In the aforementioned first mode, the vehicle's engine can be used to generate electricity, charge the battery, or directly power the drive motor, without directly participating in wheel driving. The drive motor can provide the primary driving force for the vehicle. In this case, the clutch can be disengaged to disconnect the mechanical connection between the engine and the drivetrain, thereby ensuring that the energy output by the engine is efficiently converted into electrical energy. The first mode can be, for example, the vehicle's series mode, and can be determined based on actual needs, which is not limited here.

[0036] In the above-mentioned second mode, the vehicle's engine and drive motor can jointly participate in driving the vehicle. At this time, the clutch needs to be engaged so that the engine and the transmission system establish a direct mechanical connection. The engine and drive motor can provide power to the vehicle's wheels simultaneously or on demand. The second mode can be used when higher power output is required, such as acceleration or climbing, to fully utilize the advantages of the two power sources. The second mode here can be the vehicle's parallel mode, etc., and can also be determined according to actual needs, which is not limited here.

[0037] The speed regulation phase mentioned above may refer to the phase during the mode switching process where the engine speed needs to be adjusted to match the operating state of the transmission system. This is to achieve synchronization between the engine and transmission system before engaging the clutch, thereby avoiding shock and excessive wear during engagement and ensuring a smooth power transition.

[0038] The clutch mentioned above can refer to the component in a vehicle's transmission that connects the engine and transmission system, establishing and disconnecting the mechanical connection between the engine and transmission system. For example, when switching from series mode to parallel mode, control of the clutch can directly affect the engine's participation in vehicle propulsion.

[0039] The above-mentioned charging operation may refer to the process of building up the necessary pressure by injecting hydraulic oil into the oil chamber of the clutch, prompting the active plate of the clutch to move toward the passive plate, in preparation for the subsequent engagement action. This operation may be achieved by controlling the operation of the oil pump, for example.

[0040] In an optional embodiment, during the vehicle's transition from the first mode to the second mode, the engine originally operates as a power generation unit and does not directly participate in driving the wheels, while the drive motor assumes the task of driving the vehicle. When the control system detects the need to increase power output, such as when the vehicle is accelerating or climbing a slope, it triggers the engine to enter the speed regulation phase, preparing to participate in direct driving of the vehicle. In response to the signal that the engine has entered the speed regulation phase, the control system can immediately initiate a clutch charging operation. The charging operation can be achieved by directly controlling the oil pump, which injects hydraulic oil into the clutch oil chamber to build up the necessary pressure to pre-move the clutch active plate. During this process, the control system can also determine the engine's speed regulation state and whether a clutch engagement request has been received. If engine speed regulation is in progress and a clutch engagement request has not been received, the control system can maintain the charging state to avoid unnecessary clutch engagement action and ensure the normal operation of the vehicle in series mode.

[0041] Because the clutch pressure required for engagement is pre-established during the engine speed regulation phase, the clutch can engage immediately upon the engagement request. This reduces the transition time from zero pressure to complete engagement and improves the efficiency of vehicle mode switching. This pre-charging operation allows for smoother clutch engagement, avoiding the potentially jarring sensation of sudden engagement from zero pressure, and enhancing the driving experience during mode switching.

[0042] Step S104 , after the engine completes the speed regulation phase, in response to receiving a clutch engagement request, stopping the clutch charging operation.

[0043] The clutch engagement request described above may be a command issued by the vehicle's control system, indicating that the clutch should be engaged from a disengaged state. A clutch engagement request may occur when the vehicle requires increased power output, improved fuel efficiency, or to meet the driver's driving experience needs, such as when the vehicle switches from pure electric or series mode to parallel mode to enhance acceleration.

[0044] In an optional embodiment, during the process of switching the hybrid vehicle from the first mode to the second mode, after the engine speed regulation is completed, that is, the engine is ready to cooperate with the drive motor to drive the wheels, when the vehicle control system detects the clutch engagement request signal, the charging operation can be terminated. After the charging operation is terminated, it is convenient to control the clutch to perform the engagement action subsequently.

[0045] During the above process, the charging operation is terminated promptly after the engine speed regulation is completed and the clutch engagement request is received, avoiding the injection of excess hydraulic oil and the risk of mechanical damage caused by over-charging. Reasonable pressure control helps to extend the service life of key components in the vehicle transmission system, such as the clutch, reduce maintenance costs, and improve the operating safety of the entire hybrid system.

[0046] Step S106 , controlling the clutch to engage, so as to switch the vehicle to the second mode.

[0047] The aforementioned engagement process may refer to the process by which the clutch, after being charged, responds to an engagement request and establishes a mechanical connection between the engine and the transmission. Once the engagement process is complete, the engine can directly participate in driving, providing power together with the drive motor, placing the vehicle in the second mode.

[0048] In an optional embodiment, when a clutch engagement request arrives, the clutch can be controlled to engage. This clutch engagement can include controlling the oil pressure and real-time monitoring of the clutch disc displacement. Built-in pressure and displacement sensors can sense the actual movement of the clutch disc, ensuring that the clutch engages according to the predetermined trajectory, thereby ensuring smooth and reliable engagement. While the clutch is engaged, the control system can also continuously confirm the synchronization status between the engine and transmission. After the clutch is successfully engaged and the engine and transmission are confirmed to be synchronized, the control system can send a signal to enter parallel mode. At this time, the engine and drive motor can share the driving task. The vehicle will dynamically distribute the power ratio between the two according to the actual driving conditions to achieve better performance and energy efficiency.

[0049] During the above process, precise pressure and displacement control during clutch engagement can avoid unnecessary friction and power loss, improve the vehicle's power transmission efficiency, and help save fuel and electricity consumption. The synchronization confirmation and mode switching confirmation mechanisms can ensure a secure connection between the engine and transmission system, avoid potential mechanical damage caused by speed mismatch, and enhance the operating safety of hybrid vehicles.

[0050] Alternatively, assuming a hybrid vehicle is operating in pure electric or series mode, relying solely on the drive motor for power, if the driver demands acceleration or the system detects a low battery charge and cannot continue to support high load demands, the vehicle can automatically switch to parallel mode to increase power output and improve energy efficiency. During this switching process, the engine starts and enters a speed regulation phase, adjusting to a speed appropriate for the vehicle's current driving conditions. When engine speed regulation begins, the control system immediately initiates clutch charging, pre-filling the clutch oil chamber and bringing the clutch pressure to a pre-set target pressure. This allows for rapid clutch engagement after engine speed regulation is complete, reducing engagement time. Once engine speed regulation is complete and the control system receives a clutch engagement request, it terminates charging and further controls the clutch engagement, achieving seamless connection between the engine and drivetrain, thereby increasing the vehicle's total driving force and meeting acceleration requirements. This process not only improves vehicle responsiveness and ride smoothness during mode switching, but also effectively reduces energy consumption and enhances overall vehicle performance.

[0051] In an embodiment of the present invention, during a vehicle switching from a first mode to a second mode, when the vehicle's engine enters a speed regulation phase, a clutch charging operation can be synchronously controlled. Here, the first mode indicates that the engine does not participate in driving the vehicle's wheels, and the second mode indicates that the engine participates in driving the wheels. Then, after the engine completes the speed regulation phase, upon receiving a clutch engagement request, the clutch charging operation is controlled to be terminated. Finally, the clutch can be controlled to engage to switch the vehicle to the second mode. It is easy to note that in the present application, in the mode switching control of the vehicle, the clutch charging operation is simultaneously initiated when the engine enters the speed regulation phase, and the engine speed regulation process and the clutch charging process are controlled to be processed in parallel. By charging the clutch, the internal pressure of the clutch is increased to a pressure level closer to the pressure level required for engagement completion. In this way, after the speed regulation is completed, the clutch only needs to be pressurized with a smaller amount to achieve engagement, without having to start charging from zero pressure. This can significantly reduce the charging waiting time during the clutch engagement operation and improve the switching response speed. At the same time, after the engine speed regulation is completed, it immediately responds to the clutch engagement request, stops charging and directly performs the engagement action to ensure the connection of the entire switching process. It can fully utilize the charging potential energy accumulated in the speed regulation stage, and at the same time quickly respond and reduce the vehicle power interruption caused by delayed engagement, thereby improving driving smoothness and solving the technical problem of low efficiency in vehicle mode switching in related technologies.

[0052] In an embodiment of the present invention, a charging operation is performed on the clutch of a vehicle, including: performing a charging operation on the clutch and detecting the clutch pressure of the clutch; in response to the clutch pressure reaching a target pressure value, controlling the clutch pressure to remain within a preset range of the target pressure value, wherein the target pressure value is less than the clutch pressure inflection point value, the clutch pressure inflection point value is used to represent the pressure value corresponding to the inflection point on the target curve where the slope change rate is greater than the preset change rate, and the target curve is used to represent a curve of the clutch transmission torque of the clutch changing with the clutch pressure.

[0053] The above-mentioned target pressure value may refer to an expected pressure level set by the control system during the clutch charging operation. The target pressure value is between zero pressure and the clutch pressure inflection point value, which can ensure that the clutch can respond quickly during mode switching while avoiding mechanical shock and energy waste that may be caused by excessive charging.

[0054] The above-mentioned preset range may refer to a safe pressure interval around the target pressure value. The control system will maintain the clutch pressure within this range to ensure the smoothness and reliability of the engagement process. The preset range may be determined according to actual needs and is not limited here.

[0055] The clutch pressure inflection point value mentioned above may refer to the pressure value corresponding to the inflection point on the curve depicting the variation of clutch torque transmission with pressure, i.e., the pressure value at which the clutch torque transmission begins to change abruptly with pressure. At the clutch pressure inflection point value, the rate of change of the target curve slope exceeds a predetermined rate of change, indicating that the clutch begins to effectively transmit torque.

[0056] The target curve mentioned above may refer to a mathematical curve representing the change in clutch torque as the clutch pressure changes. The target curve may represent the nonlinear relationship between clutch performance and pressure increase, and may be used to design clutch control strategies and determine the clutch pressure inflection point value.

[0057] The above-mentioned preset change rate can be used to determine the clutch pressure inflection point value from the target curve, such as 0. The preset change rate can be determined according to actual needs and is not limited here.

[0058] In an optional embodiment, when a hybrid vehicle switches modes, such as from series to parallel mode, the control system can perform clutch charging according to a preset algorithm and strategy. Specifically, the electronic control unit (ECU) can control the oil pump, precisely controlling the pump's duty cycle signal to inject hydraulic oil into the clutch oil chamber, gradually building up pressure. Throughout the charging process, the ECU can monitor pressure changes within the clutch oil chamber in real time using a built-in pressure sensor. Upon detecting that the clutch pressure has reached a preset target pressure, the control system can promptly adjust the oil pump output to maintain the clutch pressure within a preset range of the target pressure. The preset range can be determined based on various factors, including mechanical system response delay, oil pump control accuracy, and pressure sensor reading errors. This preset range ensures a rapid clutch response during engagement while avoiding mechanical shock caused by transient excessive pressure. It also prevents engagement delays caused by insufficient pressure, which can impact driving experience and power output efficiency.

[0059] During the above process, by presetting the target pressure value and maintaining the control pressure within a preset range, the clutch can engage quickly after engine speed regulation is completed, reducing the transition time from series mode to parallel mode and improving vehicle responsiveness and driving smoothness. In particular, the clutch pressure inflection point corresponds to the transition from a state of substantially no torque transmission to a state where effective torque transmission begins. Considering that if the inflection point value is directly reached or exceeded during the clutch engagement process, the sudden increase in torque may cause severe mechanical shock within the vehicle's powertrain, affecting the driving experience and even damaging the life of the clutch and related components. The technical solution proposed in this application sets the target pressure below the inflection point value. This ensures a gradual increase in torque during the pre-charge phase before actual clutch engagement, facilitating a smooth transition in power output during mode switching. In actual production, the performance of mechanical components is often affected by manufacturing tolerances, and control systems also have errors. Setting the charging target pressure below the inflection point value provides a buffer, better accommodating these uncertainties and ensuring reliable clutch engagement under various actual operating conditions without malfunctioning due to minor pressure fluctuations. At the same time, considering that long-term operation under high pressure will cause the clutch and related hydraulic system components to wear and fatigue, which will affect their service life, by controlling the charge pressure to not exceed the clutch pressure inflection point, the burden of high pressure on the system can be reduced, helping to extend the service life of the entire power system.

[0060] In an embodiment of the present invention, the method further includes: obtaining a preset pressure compensation value of the clutch, wherein the preset pressure compensation value is used to represent a pre-set pressure value for error compensation of the charging operation; and determining a target pressure value based on the clutch pressure inflection point value and the preset pressure compensation value.

[0061] The aforementioned preset pressure compensation value may refer to a value pre-set when designing the clutch charging control process, and may be used to compensate for the gap between the actual clutch charging pressure and the theoretical value caused by system control errors, manufacturing tolerances, changes in environmental factors, and the like. The preset pressure compensation value allows the control system to ensure that the clutch charging operation is accurate and reliable even in the face of uncertainties. For example, in a high-temperature environment, the viscosity of the hydraulic oil may decrease, resulting in increased pressure transmission efficiency. If this change is not taken into account, the charging operation may be too aggressive. At this point, by appropriately reducing the preset pressure compensation value, the charging target can be adjusted to ensure that the clutch engages smoothly under various conditions.

[0062] In an optional embodiment, in order to control the clutch charging process, a target pressure value can be predetermined, integrating considerations of multiple factors. First, based on an in-depth study of the clutch characteristics, the clutch pressure inflection point value can be determined, which is the pressure limit at which the clutch begins to effectively transmit torque. At the same time, considering the control errors and manufacturing tolerances in actual operation, the theoretical clutch pressure inflection point value may not be reached during the actual charging process. In order to ensure that the clutch can achieve smooth engagement within a reasonable time, the present application introduces a preset pressure compensation value. This preset pressure compensation value is a correction to the clutch inflection point value and can be set to a smaller value. In a scenario where the vehicle is switching modes, when the vehicle switches from series mode to parallel mode and the engine is adjusting the speed to prepare to directly drive the wheels, the clutch can be pre-charged to the clutch pressure inflection point value and the preset pressure compensation value, the target pressure value determined.

[0063] Introducing a preset pressure compensation value during this process effectively corrects for charging errors caused by various uncertainties, making clutch charging control more precise and ensuring the powertrain's responsiveness and smoothness during mode switching. This preset pressure compensation value also allows the control system to better adapt to environmental changes such as temperature and humidity, as well as hardware aging, such as reduced oil pump efficiency. This improves the adaptability and stability of the vehicle control system and extends the service life of key components.

[0064] In an embodiment of the present invention, determining the target pressure value based on the clutch pressure inflection point value and the preset pressure compensation value includes determining the target pressure value based on the difference between the clutch pressure inflection point value and the preset pressure compensation value.

[0065] In an optional embodiment, the clutch pressure inflection point is the critical pressure at which the clutch begins to effectively transmit torque, and the preset pressure compensation value is a set pressure reduction to ensure smooth clutch engagement, taking into account factors such as system control errors, manufacturing tolerances, and environmental variables. In a specific implementation, the control system can first obtain data on the clutch pressure inflection point, which is obtained through preliminary experimental calibration and reflects the pressure threshold at which the clutch transitions from a disengaged state to an engaged state. The control system then subtracts the preset pressure compensation value from the clutch pressure inflection point to obtain a target pressure value, representing the pressure level actually sought during the clutch charging process. Setting the target pressure value lower than the clutch pressure inflection point ensures that the charging operation meets the clutch engagement conditions while avoiding unnecessary mechanical shock or energy loss caused by exceeding the inflection point. During the actual charging process, the vehicle's electronic control unit can closely monitor the pressure within the clutch oil chamber. When the pressure approaches the target pressure, the control unit can fine-tune the oil pump's output duty cycle to precisely control the pressure, maintaining the clutch pressure within the preset target pressure range.

[0066] In an embodiment of the present invention, performing a pressure charging operation on the clutch includes: sending a target duty cycle signal to an oil pump in a transmission of the vehicle to perform a pressure charging operation on the clutch, wherein the target duty cycle signal is used to control the oil pump to perform an oil charging operation on the clutch, and the target duty cycle signal is obtained in advance by performing a calibration test on the transmission.

[0067] The target duty cycle signal mentioned above can be a pulse-width modulated signal sent by the electronic control unit to the oil pump, which precisely controls the oil pump's operating state and, in turn, the clutch pressure level. The pulse width ratio of the target duty cycle signal determines the oil pump's output flow rate, thereby affecting the rate of change and final pressure value of the clutch oil chamber's internal pressure. The target duty cycle signal can be determined through preliminary calibration testing of the transmission and oil pump system, and through repeated testing and data collection, to determine the optimal control parameters for different operating conditions and pressure requirements.

[0068] In an optional embodiment, when the vehicle switches modes, the electronic control unit (ECU) can obtain a corresponding target duty cycle signal. This target duty cycle signal takes into account factors such as engine speed, vehicle load, and fuel pump characteristics. The ECU can then send the target duty cycle signal to the fuel pump controller to control the fuel pump's operating mode. Upon receiving the signal, the fuel pump controller can adjust the fuel pump's operating frequency and time ratio to achieve the desired pressure output. This can include fast-response fuel pump activation and precise flow control to maintain clutch pressure within a preset target pressure range.

[0069] The use of a target duty cycle signal during this process enables precise control of the clutch charging process, avoiding potential pressure fluctuations, improving system response, and ensuring smooth and rapid mode switching. The target duty cycle signal, derived through calibration testing, significantly reduces shock and vibration during clutch engagement, thereby reducing mechanical stress on the oil pump, clutch, and related transmission system components, helping to extend the service life of these critical components.

[0070] In an embodiment of the present invention, the method further includes: in response to the engine not completing the speed regulation stage, suspending the clutch charging operation; and controlling the clutch to perform a disengagement action to maintain the vehicle in the first mode.

[0071] In an optional embodiment, during vehicle driving, when it is necessary to switch from series mode to parallel mode, the vehicle's electronic control unit can monitor the engine's speed regulation process. If engine speed regulation is not completed, that is, if the engine speed regulation phase is abnormally exited, the electronic control unit can terminate the clutch charging operation to avoid damage to the clutch and related transmission components, which will also affect the driving experience and cause vibration and noise. Specifically, a signal to terminate charging can be sent to the oil pump, thereby interrupting the oil pump's operation and preventing the pressure in the clutch oil chamber from rising. The clutch can then be controlled to disengage, and the oil pump can be used to reverse the clutch operation, pumping the oil in the clutch oil chamber back to the fuel tank, thereby returning the clutch to the disengaged state and maintaining vehicle operation in series mode.

[0072] During the above process, when the engine speed regulation is abnormally exited, the clutch charging operation is terminated and the clutch is disengaged, which can effectively avoid the torque shock caused by speed asynchrony, reduce the risk of damage to the transmission system, and extend the service life of key components of the vehicle. The monitoring of the engine speed regulation stage and the timely intervention of the clutch charging operation realize the high intelligence of the vehicle power system control. Intelligent monitoring can respond to emergencies in a timely manner, improving the stability and reliability of the entire vehicle system.

[0073] The technical solution proposed in this application is described below in conjunction with an optional embodiment. This application proposes a hybrid transmission clutch engagement control method, in which the oil pump directly controls the clutch. The application solution of directly controlling the clutch action by building pressure with the oil pump has the advantages of low actuator cost and high actuator efficiency. This clutch execution operation solution can be composed of a throttle hole, an electric oil pump, and a pressure sensor. When the clutch needs to be engaged, a duty cycle command can be sent to the oil pump controller to achieve forward rotation of the oil pump, and the oil pump flow is injected into the clutch oil chamber. When the clutch needs to be disengaged, a duty cycle command is also sent to achieve reverse rotation of the oil pump, and the oil stored in the clutch oil chamber is sucked out by the oil pump and discharged to the oil pan. The throttle hole can be regarded as a pressure damper in the hydraulic execution oil circuit, which plays a role in stabilizing pressure control. This application utilizes the working characteristics of a hybrid-specific transmission to propose a new control method for the clutch engagement process, which can reasonably reduce the clutch engagement time and improve the response speed of the clutch engagement process.

[0074] Based on the relationship between clutch torque and pressure, relevant information indicates that clutch point A pressure is the physical limit at which the clutch begins to transmit torque. Furthermore, based on the relationship between clutch travel and pressure, it is known that when clutch pressure reaches point A, the clutch has moved 0.4mm, approximately 40% of its total travel. In hybrid transmission applications, in addition to the clutch, dual electric motors serve as actuators for the entire hybrid system. In pure electric or series mode, the clutch disengages, cutting off power transmission. In parallel mode, the clutch engages, transmitting power. During the transition from series to parallel mode, two actions occur in series: input speed regulation, which synchronizes the speeds of both ends of the clutch; and clutch engagement, which closes the clutch and transmits engine power to the wheels. Based on the above analysis, during the transition from series to parallel hybrid mode, while engine speed regulation is in effect, a pre-filling action can be performed in parallel to increase clutch pressure to point A pressure, achieving 40% of full travel and reducing clutch engagement time. To account for manufacturing tolerances and avoid impacting engine speed regulation, the target pressure can be set slightly lower than the clutch pressure inflection point. The clutch pressure inflection point is determined through design and calculation, while the preset pressure compensation value is determined by calibration and system control error. This process allows the clutch to pre-charge during engine synchronization, reducing the distance between the clutch master and slave plates. This significantly shortens the time it takes to execute the clutch engagement command after engine synchronization.

[0075] Figure 2 Schematic diagram of an optional local structure of a vehicle transmission according to an embodiment of the present invention, such as Figure 2 As shown, an optional connection relationship between the pressure sensor, electronic oil pump, one-way valve, back pressure valve, throttle hole and transmission oil pan in the vehicle transmission is shown. The multiple transmission oil pans shown in the figure can actually be one, and the direction to the clutch oil chamber is also shown in the figure.

[0076] Figure 3 is a schematic diagram of an optional target curve according to an embodiment of the present invention, such as Figure 3 As shown in the figure, the target curve is the curve of the clutch transmission torque changing with the clutch pressure. The horizontal coordinate of the coordinate axis in the figure is the clutch pressure / bar, and the vertical coordinate of the coordinate axis in the figure is the clutch transmission torque / Nm. The inflection point on the target curve can be obtained from the figure and then determined as the clutch pressure inflection point. The horizontal coordinate value corresponding to the clutch pressure inflection point is also the clutch pressure inflection point value.

[0077] Figure 4 FIG. 1 is a schematic diagram of a curve showing a variation of clutch pressure with movement distance of an optional clutch active plate according to an embodiment of the present invention. Figure 4As shown in the figure, the horizontal axis of the coordinate axis is clutch pressure / bar, and the vertical axis of the coordinate axis in the figure is the movement distance of the clutch active plate / mm. It can be seen from the figure that the vertical axis of the clutch engagement completion point is 1mm, the horizontal axis corresponding to the clutch pressure inflection point is the clutch pressure inflection point value, and the vertical axis corresponding to the clutch pressure inflection point is 0.4mm. Therefore, when the clutch pressure reaches the clutch pressure inflection point value, the clutch has moved 0.4mm, accounting for about 40% of the entire stroke, that is, 40% of the full stroke is completed, which can effectively reduce the execution time of clutch engagement.

[0078] Figure 5 is a schematic diagram of a partial structure of an optional hybrid vehicle according to an embodiment of the present invention, such as Figure 5 , which shows an optional connection relationship between the engine, generator, clutch and drive motor in a hybrid vehicle.

[0079] Figure 6 It is a schematic diagram of an optional vehicle mode switching without clutch pre-charging according to an embodiment of the present invention. The horizontal axis of the coordinate axis in the figure is time t / s. The figure shows a schematic diagram of the changes in clutch pressure, clutch input shaft speed, clutch output shaft speed, series mode, speed regulation process, hybrid mode, clutch engagement process, parallel mode, engine command signal, clutch disengagement, clutch command signal and clutch engagement over time during the vehicle mode switching process without clutch pre-charging.

[0080] Figure 7 is a schematic diagram of a vehicle mode switching in the case of clutch pre-charging according to an embodiment of the present invention, wherein the horizontal axis of the coordinate axis in the figure is time t / s, and the figure shows a schematic diagram of clutch pressure, clutch input shaft speed, clutch output shaft speed, series mode, speed regulation process, hybrid mode, clutch engagement process, parallel mode, engine speed regulation command, clutch disengagement, clutch pre-charging, clutch command signal and clutch engagement changing with time during the vehicle mode switching process in the case of clutch pre-charging; and Figure 6 By comparing the process in the figure, it can be seen that after the clutch pre-charge is implemented, the clutch is pre-charged in advance during the engine synchronization process, which can reduce the distance between the clutch master and slave plates. After the engine is synchronized, the time for the clutch to execute the engagement command can be shortened.

[0081] Figure 8 is a schematic diagram of an optional vehicle mode switching control process according to an embodiment of the present invention, such as Figure 8As shown, during the process of the vehicle switching from the first mode to the second mode, in response to the vehicle's engine entering the speed regulation stage, the vehicle's clutch is pressurized; after the engine completes the speed regulation stage, in response to receiving a clutch engagement request, the clutch is suspended from being pressurized; the clutch is controlled to engage to switch the vehicle to the second mode; in response to the engine not completing the speed regulation stage, the clutch is suspended from being pressurized; and the clutch is controlled to disengage to keep the vehicle in the first mode.

[0082] The technical solution proposed in this application performs clutch pressure control during the conversion process from series to parallel connection of the hybrid system and before the engine speed regulation is completed. The target pressure value is slightly smaller than the clutch pressure inflection point value, and the preset pressure compensation value is determined by calibration and system control error. This pre-oil control scheme can be applied to scenarios where the oil pump serves as a clutch pressure actuator.

[0083] According to another aspect of an embodiment of the present invention, a vehicle mode switching control device is also provided, which can execute the vehicle mode switching control method of the above embodiment. The specific implementation method and preferred application scenario are the same as the above embodiment and will not be repeated here.

[0084] Figure 9 is a schematic diagram of a vehicle mode switching control device according to an embodiment of the present application, such as Figure 9 As shown, the device includes the following: a charging module 902 , a suspension module 904 and a control module 906 .

[0085] Among them, the charging module 902 is used to perform a charging operation on the vehicle's clutch in response to the vehicle's engine entering a speed regulation stage during the process of the vehicle switching from the first mode to the second mode, wherein the first mode is used to indicate that the engine does not participate in the vehicle's wheel driving, and the second mode is used to indicate that the engine participates in the wheel driving; the termination module 904 is used to terminate the clutch charging operation in response to receiving a clutch engagement request after the engine completes the speed regulation stage; the control module 906 is used to control the clutch to perform an engagement action to switch the vehicle to the second mode.

[0086] Among them, the charging module is also used to perform charging operations on the clutch and detect the clutch pressure of the clutch; in response to the clutch pressure reaching the target pressure value, the clutch pressure is controlled to remain within a preset range of the target pressure value, wherein the target pressure value is less than the clutch pressure inflection point value, and the clutch pressure inflection point value is used to represent the pressure value corresponding to the inflection point on the target curve where the slope change rate is greater than the preset change rate, and the target curve is used to represent the curve of the clutch transmission torque of the clutch changing with the clutch pressure.

[0087] Among them, the charging module is also used to obtain a preset pressure compensation value of the clutch, wherein the preset pressure compensation value is used to represent a pre-set pressure value for error compensation of the charging operation; based on the clutch pressure inflection point value and the preset pressure compensation value, the target pressure value is determined.

[0088] The charging module is further configured to determine a target pressure value based on a difference between a clutch pressure inflection point value and a preset pressure compensation value.

[0089] Among them, the charging module is also used to send a target duty cycle signal to the oil pump in the vehicle's transmission to perform a charging operation on the clutch. Among them, the target duty cycle signal is used to control the oil pump to perform an oil filling operation on the clutch. The target duty cycle signal is obtained in advance by performing a calibration test on the transmission.

[0090] The suspension module is further configured to, in response to the engine not completing the speed regulation phase, suspend the clutch charging operation; and control the clutch to perform a disengagement action to maintain the vehicle in the first mode.

[0091] An embodiment of the present application further provides an electronic device, comprising: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods of various embodiments of the present invention when running.

[0092] The above-mentioned memory may refer to a device inside a computer for storing data and programs, and may include memory, hard disk, etc., wherein the memory may be used to temporarily store running programs and data, the hard disk may be used to store programs and data for a long time, and the memory may be used to enable the computer to read and write data, as well as execute programs; the above-mentioned processor may be responsible for executing instructions in computer programs and performing data processing, and may be responsible for controlling and executing various operations, including arithmetic operations, logical operations, data transmission, etc.

[0093] An embodiment of the present application further provides a computer-readable storage medium, which includes a stored executable program, wherein when the executable program is running, the device where the computer-readable storage medium is located is controlled to execute the methods in various embodiments of the present invention.

[0094] The above-mentioned computer storage medium may refer to a medium in a computer memory used to store certain discontinuous physical quantities. Computer storage media mainly include semiconductors, magnetic cores, magnetic drums, magnetic tapes, laser disks, etc. The stored program included in the computer-readable storage medium may be a set of instructions that can be recognized and executed by a computer, running on an electronic computer, and serving as an information tool to meet certain needs of people.

[0095] An embodiment of the present application further provides a computer program product, including a computer program, which implements the methods in various embodiments of the present invention when executed by a processor.

[0096] The above-mentioned computer program product may refer to a software program that has been written, tested and released, which can be run on a computer or other device. The computer program product may include an application, an operating system, tool software, etc., which is used to implement specific functions or solve specific problems.

[0097] An embodiment of the present application further provides a computer program product, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium is used to store a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present invention is implemented.

[0098] The above-mentioned non-volatile computer-readable storage medium may refer to a medium for storing data. The non-volatile computer-readable storage medium can keep the data from being lost when the power is off, and can be used to store long-term data, such as operating systems, applications and user files. The non-volatile storage medium may include hard disk drives, solid-state drives, optical disks and flash memory storage devices, etc.

[0099] The embodiments of the present application further provide a computer program, which implements the methods in the above-mentioned embodiments of the present invention when executed by a processor.

[0100] The above-mentioned computer program may refer to a collection of instructions used to tell a computer to perform a specific task or operation. A computer program may be written by a programmer using a specific programming language and may include algorithms, data structures, logic, and control flows. Computer programs may be used for a variety of purposes, including application software, operating systems, and the like.

[0101] In the above embodiments of the present invention, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0102] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only exemplary. For example, the division of the units can be a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0103] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0104] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0105] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the portion that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes various media that can store program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), a mobile hard drive, a magnetic disk, or an optical disk.

[0106] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A method for controlling vehicle mode switching, characterized in that: include: During a process of switching a vehicle from a first mode to a second mode, in response to the engine of the vehicle entering a speed regulation phase, performing a charging operation on the clutch of the vehicle, wherein the first mode is used to indicate that the engine does not participate in driving the wheels of the vehicle, and the second mode is used to indicate that the engine participates in driving the wheels; After the engine completes the speed regulation phase, in response to receiving a clutch engagement request, suspending the charging operation on the clutch; The clutch is controlled to engage to switch the vehicle to the second mode.

2. The vehicle mode switching control method according to claim 1, characterized in that: Performing a pressure charging operation on the clutch of the vehicle, comprising: performing the charging operation on the clutch and detecting the clutch pressure of the clutch; In response to the clutch pressure reaching a target pressure value, the clutch pressure is controlled to remain within a preset range of the target pressure value, wherein the target pressure value is less than a clutch pressure inflection point value, and the clutch pressure inflection point value is used to represent the pressure value corresponding to the inflection point on the target curve where the slope change rate is greater than a preset change rate, and the target curve is used to represent a curve of the clutch transmission torque of the clutch changing with the clutch pressure.

3. The vehicle mode switching control method according to claim 2, characterized in that: The method further comprises: Acquiring a preset pressure compensation value of the clutch, wherein the preset pressure compensation value is used to represent a preset pressure value for performing error compensation on the charging operation; The target pressure value is determined based on the clutch pressure inflection point value and the preset pressure compensation value.

4. The vehicle mode switching control method according to claim 3, characterized in that: Determining the target pressure value based on the clutch pressure inflection point value and the preset pressure compensation value includes: The target pressure value is determined based on a difference between the clutch pressure inflection point value and the preset pressure compensation value.

5. The vehicle mode switching control method according to any one of claims 1 to 4, characterized in that: Performing the charging operation on the clutch includes: A target duty cycle signal is sent to an oil pump in a transmission of the vehicle to perform the charging operation on the clutch, wherein the target duty cycle signal is used to control the oil pump to perform the oil charging operation on the clutch, and the target duty cycle signal is obtained in advance by performing a calibration test on the transmission.

6. The vehicle mode switching control method according to claim 1, characterized in that: The method further comprises: In response to the engine not completing the speed regulation phase, suspending the charging operation on the clutch; The clutch is controlled to perform a disengagement action to maintain the vehicle in the first mode.

7. A vehicle mode switching control device, characterized in that: include: a charging module, configured to charge a clutch of the vehicle in response to the engine of the vehicle entering a speed regulation phase during a process of the vehicle switching from a first mode to a second mode, wherein the first mode indicates that the engine does not participate in driving the wheels of the vehicle, and the second mode indicates that the engine participates in driving the wheels; a suspending module configured to, after the engine completes the speed regulation phase and in response to receiving a clutch engagement request, suspend the charging operation on the clutch; A control module is configured to control the clutch to engage so as to switch the vehicle to the second mode.

8. An electronic device, characterized in that: include: a memory storing an executable program; A processor is used to run the program, wherein when the program is run, the vehicle mode switching control method according to any one of claims 1 to 6 is executed.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium includes a stored executable program, wherein when the executable program is run, the device where the storage medium is located is controlled to execute the vehicle mode switching control method according to any one of claims 1 to 6.

10. A computer program product, characterized in that The method comprises computer instructions, which, when executed by a processor, implement the vehicle mode switching control method according to any one of claims 1 to 6.

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