Vehicle control method, vehicle and storage medium

Abstract

The invention provides a vehicle control method, a vehicle and a storage medium, the method is applied to the technical field of vehicle control, the vehicle comprises a double-clutch speed change unit and a front drive motor, the double-clutch speed change unit comprises a first input shaft and a second input shaft, and the front drive motor is connected with the second input shaft; the method comprises the steps that in the process that a vehicle is switched from a pure electric driving mode to an engine driving mode, a first target gear of a dual-clutch speed change unit at the first moment is obtained; if the first target gear is the gear corresponding to the second input shaft, a second target gear of the double-clutch speed change unit at a second moment is obtained, and the second moment is before the first moment; determining a third target gear according to the first target gear, the second target gear and an operation parameter set of the vehicle in the current state, wherein the operation parameter set is obtained in advance; and gear control is conducted on the double-clutch speed change unit according to the third target gear. Based on the scheme, the gear entering smoothness of the vehicle can be improved.

Description

Technical Field

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

[0002] Some vehicles already support both pure electric and engine-powered modes to meet the needs of different driving scenarios. However, when switching from pure electric to engine-powered mode, the engaged gear may not be compatible with the vehicle's current state, thus affecting gear shifting smoothness. Summary of the Invention

[0003] The present application provides a vehicle control method, a vehicle, and a storage medium, which can improve the vehicle's gear shifting smoothness.

[0004] In a first aspect, a vehicle control method is provided, wherein the vehicle includes a dual-clutch transmission unit and a front-wheel drive motor, the dual-clutch transmission unit including a first input shaft and a second input shaft, and the front-wheel drive motor is connected to the second input shaft; the method comprising:

[0005] During a switching process of the vehicle from the pure electric drive mode to the engine drive mode, obtaining a first target gear position of the dual-clutch transmission unit at a first moment;

[0006] If the first target gear is the gear corresponding to the second input shaft, obtaining a second target gear of the dual-clutch transmission unit at a second moment, the second moment being before the first moment;

[0007] determining a third target gear position according to the first target gear position, the second target gear position, and an operating parameter set of the vehicle in a current state, wherein the operating parameter set is obtained in advance;

[0008] The gear position of the dual-clutch transmission unit is controlled according to the third target gear position.

[0009] Through the above solution, when the vehicle switches from pure electric drive mode to engine drive mode, the first target gear of the dual-clutch transmission unit at the first moment is obtained. When the first target gear is the gear corresponding to the second input shaft, the second target gear of the dual-clutch transmission unit at the second moment is further obtained. The third target gear is determined by combining the first and second target gears and the vehicle's current operating parameter set. The gear control of the dual-clutch transmission unit is then performed based on the third target gear. In this way, by introducing the second target gear at the second moment and the operating parameter set, the dynamic change trend of the vehicle during the switching process is reflected, ensuring that the third target gear can more comprehensively reflect the vehicle's gear requirements, effectively improving the vehicle's gear shifting smoothness.

[0010] In combination with the first aspect, in some possible implementations, the third target gear is determined based on the first target gear, the second target gear, and the operating parameter set of the vehicle in the current state, including: obtaining the target sequence of the first target gear in the gear sequence of the second input shaft; obtaining the gear change relationship of the first target gear relative to the second target gear; and determining the third target gear based on the target sequence, the gear change relationship, and the operating parameter set of the vehicle in the current state.

[0011] Through the above solution, when the vehicle switches from pure electric drive mode to engine drive mode, by introducing the relationship between target sequence and gear change, it can more accurately reflect the vehicle's gear requirements, further optimize the gear selection strategy, and improve the vehicle's gear entry smoothness and power transmission efficiency.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the operating parameter set includes the current vehicle speed, a first threshold value, an input shaft state identifier and a first subset; determining the third target gear according to the target sequence, the gear change relationship and the operating parameter set of the vehicle in the current state, including: when the target sequence is not the highest sequence and the gear change relationship is a gear decrease, determining a first candidate gear and a second candidate gear adjacent to the first target gear in the gear sequence of the first input shaft, the first candidate gear being smaller than the second candidate gear; if the current vehicle speed is greater than the first threshold value and the input shaft state identifier indicates that the first input shaft is in an available state, determining the second candidate gear as the third target gear; if the current vehicle speed is greater than the first threshold value and the input shaft state identifier indicates that the first input shaft is in an unavailable state, determining neutral as the third target gear; if the current vehicle speed is less than or equal to the first threshold value, determining the third target gear among neutral, the first candidate gear, the second candidate gear and the first target gear based on the input shaft state identifier and the first subset.

[0013] Through the above scheme, for the case where the target sequence is not the highest sequence and the gear change relationship is gear down, the current vehicle speed and input shaft status identification are introduced, which can effectively distinguish the different working conditions of the vehicle at high speed and low speed, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness.

[0014] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the first subset includes the current throttle pedal parameter, the second threshold, the predicted engine speed corresponding to the first candidate gear, the third threshold and the second subset; based on the input shaft state identifier and the first subset, the third target gear is determined among neutral, the first candidate gear, the second candidate gear, and the first target gear, including: if the current throttle pedal parameter is less than or equal to the second threshold, the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, and the input shaft state identifier indicates that the second input shaft is in an available state, then the first target gear is determined as the third target gear; if the current throttle pedal parameter is less than or equal to the second threshold, the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, and the input shaft state identifier indicates that the second input shaft is in an unavailable state, then neutral is determined as the third target gear; if the current throttle pedal parameter is greater than the second threshold, or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, then based on the input shaft state identifier and the second subset, the third target gear is determined among neutral, the first candidate gear, and the second candidate gear.

[0015] Through the above scheme, when the current vehicle speed is less than or equal to the first threshold, the current accelerator pedal parameters and predicted engine speed are introduced, which can effectively distinguish between different operating conditions of the vehicle with high acceleration demand and low acceleration demand, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness.

[0016] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the second subset includes the predicted input shaft speed corresponding to the first candidate gear and the fourth threshold; based on the input shaft status identifier and the second subset, the third target gear is determined among the neutral gear, the first candidate gear, and the second candidate gear, including: if the input shaft status identifier indicates that the first input shaft is in an unavailable state, then the neutral gear is determined as the third target gear; if the input shaft status identifier indicates that the first input shaft is in an available state, and the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, then the second candidate gear is determined as the third target gear; if the input shaft status identifier indicates that the first input shaft is in an available state, and the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, then the first candidate gear is determined as the third target gear.

[0017] Through the above scheme, for the situation where the current throttle pedal parameter is less than or equal to the second threshold or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, the predicted input shaft speed and the fourth threshold are introduced, which can effectively distinguish between the high and low states of the first input shaft speed, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness.

[0018] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the operating parameter set includes the current vehicle speed, a first threshold value, an input shaft status identifier and a third subset; determining the third target gear according to the target sequence, the gear change relationship and the operating parameter set of the vehicle in the current state, including: when the target sequence is not the highest sequence and the gear change relationship is gear rising, determining a first candidate gear and a second candidate gear adjacent to the first target gear in the gear sequence of the first input shaft, the first candidate gear being smaller than the second candidate gear; if the current vehicle speed is greater than the first threshold value and the input shaft status identifier indicates that the first input shaft is in an available state, determining the second candidate gear as the third target gear; if the current vehicle speed is greater than the first threshold value and the input shaft status identifier indicates that the first input shaft is in an unavailable state, determining neutral as the third target gear; if the current vehicle speed is less than or equal to the first threshold value, determining the third target gear among neutral, the second candidate gear and the first target gear based on the input shaft status identifier and the third subset.

[0019] Through the above scheme, for the case where the target sequence is not the highest sequence and the gear change relationship is gear rising, the current vehicle speed and input shaft status identification are introduced, which can effectively distinguish the different working conditions of the vehicle at high speed and low speed, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness.

[0020] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the third subset includes the predicted input shaft speed corresponding to the first candidate gear, the fourth threshold, the input shaft status identifier and the fourth subset; based on the input shaft status identifier and the third subset, the third target gear is determined among the neutral gear, the second candidate gear and the first target gear, including: if the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, and the input shaft status identifier indicates that the first input shaft is in an unavailable state, then the neutral gear is determined as the third target gear; if the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, and the input shaft status identifier indicates that the first input shaft is in an available state, then the second candidate gear is determined as the third target gear; if the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, then based on the input shaft status identifier and the fourth subset, the third target gear is determined among the neutral gear, the second candidate gear and the first target gear.

[0021] Through the above scheme, for the case where the current vehicle speed is less than or equal to the first threshold, the predicted input shaft speed and the fourth threshold are introduced, which can effectively distinguish between the high and low states of the first input shaft speed, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness.

[0022] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the fourth subset includes the current throttle pedal parameter, the second threshold value, the predicted engine speed corresponding to the first candidate gear, and the third threshold value; based on the input shaft state identifier and the fourth subset, determining the third target gear among neutral, the second candidate gear, and the first target gear, including: if the current throttle pedal parameter is less than or equal to the second threshold value, the predicted engine speed corresponding to the first candidate gear is greater than the third threshold value, and the input shaft state identifier indicates that the second input shaft is in an available state, then determining the first target gear as the third target gear; if the current throttle pedal parameter is greater than the second threshold value, or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold value, or the input shaft state identifier indicates that the second input shaft is in an unavailable state, then determining the third target gear among neutral and the second candidate gear; determining the third target gear among neutral and the second candidate gear, including: if the input shaft state identifier indicates that the first input shaft is in an unavailable state, then determining neutral as the third target gear; if the input shaft state identifier indicates that the first input shaft is in an available state, then determining the second candidate gear as the third target gear.

[0023] Through the above scheme, for the case where the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, the current accelerator pedal parameters and the predicted engine speed are introduced, which can effectively distinguish between different working conditions of the vehicle with high acceleration demand and low acceleration demand, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness.

[0024] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the operating parameter set includes an input shaft status identifier; the third target gear is determined based on the target sequence, the gear change relationship and the operating parameter set of the vehicle in the current state, including: when the target sequence is not the highest sequence and the gear change relationship is gear maintenance, if the input shaft status identifier indicates that the second input shaft is in an available state, then the first target gear is determined as the third target gear; if the input shaft status identifier indicates that the second input shaft is in an unavailable state, then the neutral gear is determined as the third target gear.

[0025] Through the above scheme, for the case where the target sequence is not the highest sequence and the gear change relationship is gear maintenance, the input shaft status identification is introduced, which can effectively distinguish the available state and unavailable state of the second input shaft, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness.

[0026] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the operating parameter set includes a current throttle pedal parameter, a second threshold value, a predicted engine speed corresponding to the first candidate gear, a third threshold value, an input shaft state identifier, a fifth subset, and a sixth subset; determining a third target gear based on the target sequence, the gear change relationship, and the operating parameter set of the vehicle in the current state, including: when the target sequence is the highest sequence and the gear change relationship is gear ascending, determining a first candidate gear adjacent to and smaller than the first target gear in the gear sequence of the first input shaft; if the current throttle pedal parameter is less than or equal to the second threshold value, and the predicted engine speed corresponding to the first candidate gear is greater than the third threshold value, then determining the third target gear among neutral, the first candidate gear, and the first target gear based on the input shaft state identifier and the fifth subset; if the current throttle pedal parameter is greater than the second threshold value, or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold value, then determining the third target gear among neutral, the first candidate gear, and the first target gear based on the input shaft state identifier and the sixth subset.

[0027] Through the above scheme, for the case where the target sequence is the highest sequence and the gear change relationship is gear rising, the current accelerator pedal parameters and predicted engine speed are introduced, which can effectively distinguish between different working conditions of the vehicle with high acceleration demand and low acceleration demand, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness.

[0028] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the fifth subset includes the predicted input shaft speed corresponding to the first candidate gear, the fourth threshold value, the predicted input shaft speed corresponding to the first target gear, and the fifth threshold value; based on the input shaft state identifier and the fifth subset, the third target gear is determined among the neutral gear, the first candidate gear, and the first target gear, including: if the input shaft state identifier indicates that the second input shaft is in an unavailable state, and the input shaft state identifier indicates that the first input shaft is in an unavailable state, then the neutral gear is determined as the third target gear; if the input shaft state identifier indicates that the second input shaft is in an unavailable state, the input shaft state identifier indicates that the first input shaft is in an available state, and the predicted input shaft speed corresponding to the first candidate gear is If the input shaft speed is greater than the fourth threshold, neutral is determined as the third target gear; if the input shaft status identifier indicates that the second input shaft is in an unavailable state, the input shaft status identifier indicates that the first input shaft is in an available state, and the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, the first candidate gear is determined as the third target gear; if the input shaft status identifier indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is greater than the fifth threshold, neutral is determined as the third target gear; if the input shaft status identifier indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, the first target gear is determined as the third target gear.

[0029] Through the above scheme, for the case where the target sequence is the highest sequence and the gear change relationship is gear rising, the predicted input shaft speed and the fourth threshold are introduced, which can effectively distinguish the high and low states of the speeds of the first input shaft and the second input shaft, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness.

[0030] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the sixth subset includes the predicted input shaft speed corresponding to the first candidate gear, the fourth threshold value, the predicted input shaft speed corresponding to the first target gear, and the fifth threshold value; based on the input shaft state identifier and the sixth subset, the third target gear is determined among the neutral gear, the first candidate gear, and the first target gear, including: if the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold value, and the input shaft state identifier indicates that the second input shaft is in an unavailable state, then the neutral gear is determined as the third target gear; if the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold value, the input shaft state identifier indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is greater than the fourth threshold value, the input shaft state identifier indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is If the shaft speed is greater than the fifth threshold, neutral is determined as the third target gear; if the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, the input shaft status mark indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, the first target gear is determined as the third target gear; if the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, and the input shaft status mark indicates that the first input shaft is in an unavailable state, neutral is determined as the third target gear; if the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, and the input shaft status mark indicates that the first input shaft is in an available state, the first candidate gear is determined as the third target gear.

[0031] Through the above scheme, for the case where the target sequence is the highest sequence and the gear change relationship is gear rising, the predicted input shaft speed and the fourth threshold are introduced, which can effectively distinguish the high and low states of the speeds of the first input shaft and the second input shaft, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness.

[0032] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the operating parameter set includes an input shaft state identifier, a predicted input shaft speed corresponding to the first target gear, and a fifth threshold; the third target gear is determined based on the target sequence, the gear change relationship, and the operating parameter set of the vehicle in the current state, including: when the target sequence is the highest sequence and the gear change relationship is gear maintenance, if the predicted input shaft speed corresponding to the first target gear is greater than the fifth threshold, then the neutral gear is determined as the third target gear; if the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, and if the input shaft state identifier indicates that the second input shaft is in an unavailable state, then the neutral gear is determined as the third target gear; if the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, and if the input shaft state identifier indicates that the second input shaft is in an available state, then the first target gear is determined as the third target gear.

[0033] Through the above scheme, for the case where the target sequence is the highest sequence and the gear change relationship is gear maintenance, the predicted input shaft speed and the fifth threshold are introduced, which can effectively distinguish the high and low states of the second input shaft speed, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness.

[0034] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, after obtaining the first target gear of the dual-clutch transmission unit at the first moment, it also includes: if the first target gear is the gear corresponding to the first input shaft, then obtaining the input shaft status identifier of the vehicle in the current state; if the input shaft status identifier indicates that the first input shaft is in an available state, then controlling the gear of the dual-clutch transmission unit according to the first target gear; if the input shaft status identifier indicates that the first input shaft is in an unavailable state, then controlling the gear of the dual-clutch transmission unit according to the neutral gear.

[0035] Through the above scheme, for the case where the first target gear is the gear corresponding to the first input shaft, an input shaft status identifier is introduced, which can determine the working status of the first input shaft in real time, and select a suitable gear control strategy according to the working status of the first input shaft, thereby ensuring that the dual-clutch transmission unit can successfully complete the gear switching and improve the vehicle's gear shifting smoothness.

[0036] In a second aspect, a vehicle is provided, characterized in that the vehicle comprises:

[0037] a memory for storing executable program code;

[0038] A processor is used to call and run executable program code from the memory, so that the vehicle executes the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0039] In a third aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 This is a schematic diagram of a power architecture of a vehicle provided in an embodiment of the present application;

[0041] Figure 2 This is a flow chart of a vehicle control method provided in an embodiment of the present application;

[0042] Figure 3 This is a flow chart of determining a third target gear position according to a target sequence, a gear position change relationship, and operating parameters, provided by an embodiment of the present application;

[0043] Figure 4 1 is a flow chart of determining a third target gear position when the gear position is not the highest and the gear position is decreasing, provided by an embodiment of the present application;

[0044] Figure 5 This is a flow chart of determining a third target gear position when the gear position is not the highest and the gear position is rising, provided by an embodiment of the present application;

[0045] Figure 6 This is a flow chart of determining a third target gear position when the gear position is not the highest order and is maintained, provided by an embodiment of the present application;

[0046] Figure 7 1 is a flow chart of determining a third target gear position in the highest order and with the gear position increasing, provided by an embodiment of the present application;

[0047] Figure 8 1 is a flow chart of determining a third target gear position when the gear position is maintained at the highest order, provided by an embodiment of the present application;

[0048] Figure 9 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0049] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0050] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, features defined as "first" or "second" may explicitly or implicitly include one or more of such features.

[0051] In related technologies, some vehicles already support pure electric driving mode and engine driving mode to meet the needs of different driving scenarios. Figure 1, a schematic diagram of a vehicle power architecture provided in an embodiment of the present application, wherein the vehicle includes an engine, a dual-clutch transmission, a front-drive motor, and a rear-drive motor. The engine is connected to the dual-clutch transmission, which includes a first input shaft and a second input shaft. For example, the first input shaft may correspond to odd-numbered gears, and the second input shaft may correspond to even-numbered gears. The front-drive motor is connected to the second input shaft, the output of the dual-clutch transmission is connected to the vehicle's front wheels, and the rear-drive motor is directly connected to the vehicle's rear wheels. Therefore, the engine and front-drive motor can provide power to the front wheels, while the rear-drive motor can provide power to the rear wheels. In pure electric drive mode, the vehicle's engine is off, and power is provided entirely by the front-drive motor and rear-drive motor. The front-drive motor drives the front wheels via the second input shaft, while the rear-drive motor directly drives the rear wheels. In engine drive mode, the vehicle's engine is operating, and engine power is transmitted to the front wheels via the first or second input shaft of the dual-clutch transmission. Of course, in engine drive mode, the rear-drive motor may continue to provide power to the rear wheels as needed.

[0052] When the vehicle switches from pure electric drive mode to engine drive mode, the engine needs to be started. To start the engine, the front-wheel drive motor outputs torque to the second input shaft to start the engine. However, during the drag start process, the second input shaft is in a torque-generating state, making it unsuitable to directly engage a gear from the second input shaft. Furthermore, engaging a gear from the second input shaft may require additional steps, resulting in a longer gear engagement time. Therefore, in some implementations, the gear corresponding to the first input shaft is engaged first by default. For example, if the first input shaft is an odd-numbered shaft, the second input shaft is an even-numbered shaft, and the target gear is 3rd gear, 3rd gear is engaged directly. If the target gear is 4th gear, 3rd gear may be engaged first, followed by an upshift to 4th gear. This default approach of engaging the gear corresponding to the first input shaft first ensures gear engagement speed to a certain extent, but it may affect gear engagement smoothness if the engaged gear is not compatible with the current vehicle state. Therefore, optimizing the gear selection strategy to ensure smooth gear engagement during the gear shift process has become a key issue to be addressed in the related art.

[0053] To address the above-mentioned issues, the solution provided by the embodiments of the present application primarily includes: obtaining a first target gear position of the dual-clutch transmission unit at a first moment; and when the first target gear position corresponds to the gear position of the second input shaft, further obtaining a second target gear position of the dual-clutch transmission unit at a second moment; determining a third target gear position by combining the first target gear position, the second target gear position, and the vehicle's current operating parameter set; and then controlling the gear position of the dual-clutch transmission unit based on the third target gear position. Thus, by introducing the second target gear position and the operating parameter set at the second moment, the dynamic change trend of the vehicle during the shifting process is reflected, ensuring that the third target gear position can more comprehensively reflect the vehicle's gear requirements, effectively improving the vehicle's gear shifting smoothness.

[0054] based on Figure 1 The following scene is combined with Figure 2 - Figure 4 , the vehicle control method provided in the embodiment of the present application is introduced in detail.

[0055] See Figure 2 , Figure 2 This is a flow chart of a vehicle control method provided by an embodiment of the present application. The vehicle includes a dual-clutch transmission unit and a front-wheel drive motor. The dual-clutch transmission unit includes a first input shaft and a second input shaft. The front-wheel drive motor is connected to the second input shaft. Figure 2 As shown, the method of the embodiment of the present application may include the following steps S101-S104.

[0056] S101 , during a switching process of a vehicle from a pure electric drive mode to an engine drive mode, obtaining a first target gear position of a dual-clutch transmission unit at a first moment.

[0057] Specifically, the vehicle involved in this embodiment is a hybrid vehicle, which includes an engine, a dual-clutch transmission, a front-drive motor, and a rear-drive motor. The vehicle's powertrain architecture is characterized by the engine being connected to the dual-clutch transmission, which includes a first input shaft and a second input shaft, the front-drive motor being connected to the second input shaft, the output end of the dual-clutch transmission being connected to the vehicle's front wheels, and the rear-drive motor being directly connected to the vehicle's rear wheels.

[0058] The target gear of a dual-clutch transmission refers to the gear that the dual-clutch transmission is currently engaged in. This target gear is used to control the gear position of the dual-clutch transmission. For example, a gear shift request is generated based on the target gear position and sent to the dual-clutch transmission, causing the dual-clutch transmission to engage the target gear according to the gear shift request.

[0059] It's understandable that after receiving a gear shift request, the dual-clutch transmission takes some time to complete the gear shift. During this period, the vehicle may acquire the target gear multiple times. After acquiring the target gear, the dual-clutch transmission controls the gear position based on the target gear position. This approach ensures that the dual-clutch transmission can respond to the vehicle's gear shift request in a timely manner, improving gear control accuracy.

[0060] It should be noted that the target gear position can be obtained based on a shift line calculation method. Specifically, the shift line calculation method is a method of determining the target gear position through a preset algorithm based on the current vehicle speed, accelerator pedal parameters, etc.

[0061] This embodiment provides for obtaining a first target gear position of the dual-clutch transmission at a first moment during a vehicle switching from a pure electric drive mode to an engine drive mode. The first moment is within the aforementioned switching process and can also be considered the current moment. It is understood that the first target gear position is a type of target gear position of the dual-clutch transmission.

[0062] S102: If the first target gear is the gear corresponding to the second input shaft, obtain a second target gear of the dual-clutch transmission unit at a second moment, where the second moment is before the first moment.

[0063] Specifically, if the first target gear is the gear corresponding to the second input shaft, it indicates that the gear that the dual-clutch transmission unit needs to engage at the current moment is associated with the second input shaft, that is, the gear needs to be achieved through the second input shaft.

[0064] In this case, it is necessary to obtain the second target gear position of the dual-clutch transmission unit at a second moment, where the second moment is before the first moment. The second moment is within the aforementioned switching process and can also be considered a historical moment. It is understood that the second target gear position is a type of target gear position of the dual-clutch transmission unit.

[0065] S103 : determining a third target gear position according to the first target gear position, the second target gear position, and an operating parameter set of the vehicle in a current state, where the operating parameter set is obtained in advance.

[0066] Specifically, the target sequence of the first target gear in the gear sequence of the second input shaft may indicate the specific position of the first target gear in the gear sequence of the second input shaft, that is, the sequential relationship of the first target gear relative to other gears of the second input shaft.

[0067] Furthermore, since the first target gear represents the gear that the dual-clutch transmission unit needs to be engaged in at the current moment, and the second target gear represents the gear that the dual-clutch transmission unit needs to be engaged in at a historical moment, the gear change relationship between the first target gear and the second target gear can be determined. This gear change relationship can be any of gear down, gear up, or gear maintain, and can indicate the gear change trend of the dual-clutch transmission unit during the shift process.

[0068] Additionally, the operating parameter set may indicate parameters related to the vehicle's operating state. Based on the target sequence, the gear change relationship, and the vehicle's operating parameter set in its current state, the actual gear requirement of the dual-clutch transmission unit at the current moment can be comprehensively determined, thereby determining the third target gear.

[0069] S104: Control the gear position of the dual-clutch transmission unit according to the third target gear position.

[0070] Specifically, after determining the third target gear, a gear shift request can be generated based on the third target gear, and the gear shift request can be sent to the dual-clutch transmission unit so that the dual-clutch transmission unit shifts into the third target gear according to the gear shift request, thereby realizing the gear control of the dual-clutch transmission unit.

[0071] It should be noted that the third target gear may be neutral or non-neutral. In some cases, if the dual-clutch transmission unit successfully engages the third target gear, it indicates that the dual-clutch transmission unit has completed the gear shift and the vehicle's power system is able to provide the corresponding power output according to the current operating requirements. In some cases, if the dual-clutch transmission unit does not engage the third target gear, steps S101-S104 of the embodiment of the present application can be re-executed to re-evaluate and determine a new target gear, thereby ensuring that the dual-clutch transmission unit can successfully complete the gear shift.

[0072] In this embodiment, the first target gear of the dual-clutch transmission at a first moment is obtained. If the first target gear corresponds to the gear of the second input shaft, the second target gear of the dual-clutch transmission at a second moment is further obtained. A third target gear is determined by combining the first and second target gears with the vehicle's current operating parameter set. The dual-clutch transmission is then gear-controlled based on the third target gear. In this way, by incorporating the second target gear and the operating parameter set at the second moment, the dynamic shifting trend of the vehicle during the shifting process is reflected, ensuring that the third target gear more comprehensively reflects the vehicle's gear requirements, effectively improving the vehicle's shifting smoothness.

[0073] In one embodiment, based on Figure 2 In the embodiment shown, the following steps may be further performed after step S101:

[0074] If the first target gear is the gear corresponding to the first input shaft, then obtaining the input shaft state identifier of the vehicle in the current state;

[0075] If the input shaft state identifier indicates that the first input shaft is in an available state, the gear position of the dual-clutch transmission unit is controlled according to the first target gear position;

[0076] If the input shaft state identifier indicates that the first input shaft is in an unavailable state, the gear position of the dual clutch transmission unit is controlled according to the neutral gear.

[0077] Specifically, if the first target gear is the gear corresponding to the first input shaft, it indicates that the gear that the dual-clutch transmission unit needs to engage at the current moment is associated with the first input shaft, that is, the gear needs to be achieved through the first input shaft. In this case, it is necessary to obtain the input shaft status identifier of the vehicle in the current state to determine whether the first input shaft is in an available state. The input shaft status identifier is used to indicate the working state of the first input shaft and the second input shaft, such as an available state or an unavailable state. The available state indicates that the input shaft can transmit power normally, and the unavailable state indicates that the input shaft cannot transmit power due to a fault or other reason.

[0078] If the input shaft status indicator indicates that the first input shaft is in an available state, it indicates that the first input shaft is able to transmit power normally, and thus the gear position of the dual-clutch transmission unit can be directly controlled according to the first target gear position. Specifically, a gear shift request can be generated based on the first target gear position, and the gear shift request can be sent to the dual-clutch transmission unit, so that the dual-clutch transmission unit shifts into the first target gear position according to the gear shift request, thereby achieving gear position control of the dual-clutch transmission unit.

[0079] If the input shaft status indicator indicates that the first input shaft is unavailable, this indicates that the first input shaft cannot transmit power normally, and therefore the first target gear cannot be directly engaged. In this case, the dual-clutch transmission unit needs to perform gear control based on the neutral gear. Specifically, a gear engagement request can be generated based on the neutral gear and sent to the dual-clutch transmission unit, causing the dual-clutch transmission unit to engage the neutral gear according to the gear engagement request, thereby achieving gear control of the dual-clutch transmission unit.

[0080] It should be noted that neutral refers to the state in which the dual-clutch transmission is not transmitting power. In neutral, neither the first nor the second input shaft of the dual-clutch transmission transmits power, and the vehicle's powertrain cannot provide power output through the dual-clutch transmission. Therefore, after the dual-clutch transmission is in neutral, the vehicle's powertrain may need to provide power output through other means, such as the front or rear drive motors.

[0081] For example, assume that during a vehicle transition from electric-only drive mode to engine-driven mode, the first target gear position of the dual-clutch transmission is 3rd gear, which corresponds to the gear position of the first input shaft. In this case, the vehicle's current input shaft status identifier is obtained. If the input shaft status identifier indicates that the first input shaft is available, a gear shift request is generated based on 3rd gear and sent to the dual-clutch transmission, causing the dual-clutch transmission to shift into 3rd gear in accordance with the gear shift request, thereby implementing gear control of the dual-clutch transmission. If the input shaft status identifier indicates that the first input shaft is unavailable, a gear shift request is generated based on neutral gear and sent to the dual-clutch transmission, causing the dual-clutch transmission to shift into neutral in accordance with the gear shift request, thereby implementing gear control of the dual-clutch transmission.

[0082] In this embodiment, after obtaining the first target gear position of the dual-clutch transmission at a first moment, if the first target gear position corresponds to the gear position of the first input shaft, the input shaft state identifier of the vehicle's current state is further obtained, and the gear position of the dual-clutch transmission is controlled based on the input shaft state identifier. In this way, by introducing the input shaft state identifier, the operating state of the first input shaft can be determined in real time, and an appropriate gear control strategy can be selected based on the operating state of the first input shaft, thereby ensuring that the dual-clutch transmission can successfully complete gear shifts and improving the vehicle's gear shifting smoothness.

[0083] See Figure 3 , provides a flow chart of determining the third target gear according to the target sequence, gear change relationship and operating parameters for the embodiment of the present application, such as Figure 3 As shown, the method of the embodiment of the present application may include the following steps S201-S203, and steps S201-S203 may be used as Figure 2 The detailed steps of step S103 in the embodiment are shown.

[0084] S201, obtaining a target position of a first target gear in a gear sequence of a second input shaft;

[0085] S202, obtaining a gear change relationship between a first target gear and a second target gear;

[0086] S203: Determine a third target gear according to the target sequence, the gear change relationship, and the operating parameter set of the vehicle in the current state.

[0087] Specifically, first, the target sequence of the first target gear in the gear sequence of the second input shaft can indicate the specific position of the first target gear in the gear sequence of the second input shaft, that is, the sequence relationship of the first target gear relative to the other gears of the second input shaft. The gear sequence refers to a set of gears supported by the second input shaft arranged in a certain order. For example, the second input shaft may support even-numbered gears such as 2nd gear and 4th gear, and the gear sequence may be arranged in the order of 2nd gear and 4th gear. The target sequence refers to the specific position of the first target gear in the gear sequence. For example, if the gear sequence is 2nd gear and 4th gear, and the first target gear is 2nd gear, then the target sequence is the first sequence. It can be understood that, assuming that the second input shaft supports two gears, 2nd gear and 4th gear, in total, the sequence of 4th gear is the highest sequence, while the sequence of 2nd gear is not the highest sequence.

[0088] In addition, since the first target gear represents the gear that the dual-clutch transmission unit needs to be engaged in at the current moment, and the second target gear represents the gear that the dual-clutch transmission unit needs to be engaged in at a historical moment, the gear change relationship of the first target gear relative to the second target gear can be determined. The gear change relationship may be any of gear down, gear up, and gear maintain, and can indicate the gear change trend of the dual-clutch transmission unit during the switching process. For example, if the first target gear is 2nd gear and the second target gear is 1st gear, the gear change relationship is gear up; if the first target gear is 2nd gear and the second target gear is 3rd gear, the gear change relationship is gear down; if the first target gear is 2nd gear and the second target gear is 2nd gear, the gear change relationship is gear maintain.

[0089] Then, based on the target sequence, the gear change relationship and the operating parameter set of the vehicle in the current state, the actual gear requirement of the dual-clutch transmission unit at the current moment can be comprehensively judged, and then the third target gear can be determined.

[0090] In this embodiment, by obtaining the target position of the first target gear within the gear sequence of the second input shaft, as well as the gear change relationship between the first target gear and the second target gear, and combining this with the vehicle's current operating parameter set, the actual gear requirement of the dual-clutch transmission unit at the current moment can be comprehensively determined, thereby determining the third target gear. In this way, by incorporating the target position, gear change relationship, and operating parameter set, the vehicle's gear requirements can be more comprehensively reflected, effectively improving the vehicle's gear shifting smoothness.

[0091] See Figure 4 , provides a flow chart of determining the third target gear position when the gear position is not the highest and the gear position is downgraded, as shown in the embodiment of the present application. Figure 4As shown, the operating parameter set includes the current vehicle speed, the first threshold, the input shaft state identifier and the first subset; the method of the embodiment of the present application may include the following steps S301-S304, and steps S301-S304 can be used as Figure 3 The detailed steps of step S203 of the embodiment are shown.

[0092] S301, when the target gear is not the highest gear and the gear change relationship is gear descending, determining a first candidate gear and a second candidate gear adjacent to the first target gear in the gear sequence of the first input shaft, the first candidate gear being smaller than the second candidate gear;

[0093] S302, if the current vehicle speed is greater than the first threshold, and the input shaft state flag indicates that the first input shaft is in an available state, determining the second candidate gear as the third target gear;

[0094] S303, if the current vehicle speed is greater than the first threshold and the input shaft state flag indicates that the first input shaft is in an unavailable state, determining neutral as the third target gear position;

[0095] S304: If the current vehicle speed is less than or equal to the first threshold, a third target gear is determined from among neutral, the first candidate gear, the second candidate gear, and the first target gear based on the input shaft state identifier and the first subset.

[0096] Specifically, the gear sequence of the first input shaft refers to a set of gears supported by the first input shaft, arranged in a certain order. For example, the first input shaft may support odd-numbered gears such as 1st and 3rd, and the gear sequence may be arranged in the order of 1st and 3rd. The first candidate gear and the second candidate gear refer to the two gears adjacent to the first target gear in the gear sequence of the first input shaft, where the first candidate gear is smaller than the second candidate gear. For example, if the gear sequence of the first input shaft is 1st and 3rd, and the first target gear is 2nd, then the first candidate gear is 1st, and the second candidate gear is 3rd.

[0097] The current vehicle speed refers to the actual driving speed of the vehicle at the current moment, and the first threshold refers to a pre-set vehicle speed threshold, which is used to determine whether the current vehicle speed meets specific conditions. The input shaft status identifier is used to indicate the working status of the first input shaft and the second input shaft, such as an available state or an unavailable state. The available state indicates that the input shaft can transmit power normally, and the unavailable state indicates that the input shaft cannot transmit power due to a fault or other reasons. The first subset refers to a set of parameters related to the vehicle's operating status, for example, it may include the current accelerator pedal parameter, the second threshold, the predicted engine speed corresponding to the first candidate gear, the third threshold, and the second subset.

[0098] If the target gear sequence is not the highest and the gear change relationship is gear-down, the first candidate gear and the second candidate gear adjacent to the first target gear are first determined in the gear sequence of the first input shaft. The first candidate gear is smaller than the second candidate gear. For example, if the gear sequence of the first input shaft is 1st and 3rd, and the first target gear is 2nd, the first candidate gear is 1st, and the second candidate gear is 3rd.

[0099] If the current vehicle speed is greater than the first threshold and the input shaft state indicator indicates that the first input shaft is in an available state, the second candidate gear is determined as the third target gear. Specifically, a gear shift request can be generated based on the second candidate gear and sent to the dual-clutch transmission unit, causing the dual-clutch transmission unit to shift into the second candidate gear according to the gear shift request, thereby implementing gear control of the dual-clutch transmission unit.

[0100] If the current vehicle speed is greater than a first threshold and the input shaft status indicator indicates that the first input shaft is unavailable, neutral is determined as the third target gear. Specifically, a gear shift request can be generated based on neutral and sent to the dual-clutch transmission unit, causing the dual-clutch transmission unit to shift into neutral according to the gear shift request, thereby achieving gear control of the dual-clutch transmission unit.

[0101] If the current vehicle speed is less than or equal to the first threshold, a third target gear is determined among neutral, the first candidate gear, the second candidate gear, and the first target gear based on the input shaft state identifier and the first subset.

[0102] In this embodiment, when the current vehicle speed is less than or equal to a first threshold, a third target gear is determined from among neutral, the first candidate gear, the second candidate gear, and the first target gear based on the input shaft state identifier and the first subset. This effectively distinguishes between high and low vehicle speed conditions, thereby optimizing the gear selection strategy and improving vehicle power and ride smoothness. Specifically, the introduction of the first threshold distinguishes between high and low vehicle speeds. When the current vehicle speed is greater than the first threshold, the vehicle is in a high-speed condition. In this case, gear selection is more inclined to ensure continuity and stability of power transmission, and thus the second candidate gear is preferred to maintain high transmission efficiency. When the current vehicle speed is less than or equal to the first threshold, the vehicle is in a low or medium speed condition. In this case, gear selection requires more precision to avoid the impact of excessively high or low engine speed on the driving experience and noise, vibration, and harshness (NVH). By further evaluating the vehicle's gear requirements based on the first threshold division and combining other parameters, the most appropriate third target gear is selected under low vehicle speed conditions.

[0103] In one embodiment, the first subset includes the current accelerator pedal parameter, the second threshold, the predicted engine speed corresponding to the first candidate gear, the third threshold, and the second subset; the above step of "determining the third target gear from among neutral, the first candidate gear, the second candidate gear, and the first target gear based on the input shaft state identifier and the first subset" may be further refined to include the following steps:

[0104] If the current accelerator pedal parameter is less than or equal to the second threshold, the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, and the input shaft state flag indicates that the second input shaft is in an available state, then the first target gear is determined to be the third target gear;

[0105] If the current accelerator pedal parameter is less than or equal to the second threshold, the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, and the input shaft state flag indicates that the second input shaft is unavailable, then neutral is determined as the third target gear;

[0106] If the current accelerator pedal parameter is greater than the second threshold, or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, the third target gear is determined among neutral, the first candidate gear, and the second candidate gear based on the input shaft state identifier and the second subset.

[0107] Specifically, the current accelerator pedal parameter refers to the accelerator pedal opening of the vehicle at the current moment, which is used to reflect the driver's acceleration demand. The second threshold refers to a pre-set accelerator pedal opening threshold, which is used to determine whether the driver's acceleration demand meets specific conditions. The predicted engine speed corresponding to the first candidate gear refers to the predicted engine speed under the first candidate gear, which is used to evaluate the operating state of the engine under the first candidate gear. The third threshold refers to a pre-set engine speed threshold, which is used to determine whether the predicted engine speed meets specific conditions. The second subset refers to a set of parameters related to the vehicle's operating state, for example, it may include the predicted input shaft speed corresponding to the first candidate gear and the fourth threshold.

[0108] If the current accelerator pedal parameter is less than or equal to the second threshold, the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, and the input shaft status indicator indicates that the second input shaft is in an available state, then the first target gear is determined to be the third target gear. Specifically, if the current accelerator pedal parameter is less than or equal to the second threshold, it indicates that the driver's acceleration demand is low; if the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, it indicates that the engine speed in the first candidate gear is high; and if the input shaft status indicator indicates that the second input shaft is in an available state, it indicates that the second input shaft can transmit power normally. In this case, determining the first target gear as the third target gear can meet the driver's acceleration demand while ensuring that the engine speed is within a reasonable range, thereby avoiding the impact of excessive engine speed on the driving experience and NVH.

[0109] If the current accelerator pedal parameter is less than or equal to the second threshold, the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, and the input shaft status indicator indicates that the second input shaft is in an unavailable state, then neutral is determined as the third target gear. Specifically, if the current accelerator pedal parameter is less than or equal to the second threshold, it indicates that the driver has a high acceleration demand; if the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, it indicates that the engine speed is high in the first candidate gear; and if the input shaft status indicator indicates that the second input shaft is in an unavailable state, it indicates that the second input shaft cannot transmit power normally. In this case, determining neutral as the third target gear can avoid power transmission interruption caused by the unavailability of the second input shaft and ensure that the vehicle's power system can provide power output through other means, such as through the front drive motor or the rear drive motor.

[0110] If the current accelerator pedal parameter is greater than the second threshold, or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, the third target gear is determined among neutral, the first candidate gear, and the second candidate gear based on the input shaft state identifier and the second subset.

[0111] In this embodiment, when the current accelerator pedal parameter is less than or equal to the second threshold, or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, a third target gear is determined from among neutral, the first candidate gear, and the second candidate gear based on the input shaft state identifier and the second subset. This effectively distinguishes between vehicle operating conditions with high and low acceleration demands, thereby optimizing the gear selection strategy and improving vehicle power and ride smoothness. Specifically, the introduction of the second and third thresholds distinguishes between high and low accelerator pedal opening and engine speed. When the current accelerator pedal parameter is less than or equal to the second threshold and the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, the vehicle is in a high acceleration demand condition, and gear selection is more likely to meet the driver's acceleration demand. When the current accelerator pedal parameter is greater than the second threshold, or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, the vehicle is in a low or medium acceleration demand condition, and gear selection requires more precision to avoid the impact of excessively high or low engine speeds on driving experience and NVH. By further evaluating the vehicle's gear requirements based on the division of the second and third thresholds and combining other parameters, the most appropriate third target gear is selected under low acceleration demand conditions.

[0112] In one embodiment, the second subset includes the predicted input shaft speed corresponding to the first candidate gear and the fourth threshold value; the above step of "determining the third target gear from neutral, the first candidate gear, and the second candidate gear based on the input shaft state identifier and the second subset" may be further refined to include the following steps:

[0113] If the input shaft state flag indicates that the first input shaft is in an unavailable state, the neutral gear is determined as the third target gear position;

[0114] If the input shaft state flag indicates that the first input shaft is in an available state, and the predicted input shaft speed corresponding to the first candidate gear is greater than a fourth threshold, the second candidate gear is determined as the third target gear;

[0115] If the input shaft state flag indicates that the first input shaft is in an available state, and the predicted input shaft speed corresponding to the first candidate gear is less than or equal to a fourth threshold, the first candidate gear is determined as the third target gear.

[0116] Specifically, the predicted input shaft speed corresponding to the first candidate gear is the predicted speed of the first input shaft in the first candidate gear and is used to evaluate the operating state of the first input shaft in the current gear. The fourth threshold is a pre-set input shaft speed threshold and is used to determine whether the predicted speed of the first input shaft meets a specific condition.

[0117] If the input shaft status flag indicates that the first input shaft is unavailable, neutral is determined as the third target gear. Specifically, the input shaft status flag indicating that the first input shaft is unavailable indicates that the first input shaft is unable to properly transmit power, and therefore the first or second candidate gear cannot be engaged. In this case, determining neutral as the third target gear avoids power transmission interruption caused by the unavailable first input shaft, ensuring that the vehicle's powertrain can provide power output through other means, such as through the front or rear drive motors.

[0118] If the input shaft status flag indicates that the first input shaft is in an available state, and the predicted input shaft speed corresponding to the first candidate gear is greater than a fourth threshold, the second candidate gear is determined as the third target gear. Specifically, the fact that the input shaft status flag indicates that the first input shaft is in an available state indicates that the first input shaft can normally transmit power, and the fact that the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold indicates that the first input shaft has a high speed in the first candidate gear. In this case, determining the second candidate gear as the third target gear avoids unstable power transmission caused by excessively high first input shaft speed, while ensuring that the gear selection meets the current operating requirements of the vehicle.

[0119] If the input shaft status flag indicates that the first input shaft is in an available state, and the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, the first candidate gear is determined as the third target gear. Specifically, if the input shaft status flag indicates that the first input shaft is in an available state, it indicates that the first input shaft can normally transmit power, and if the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, it indicates that the speed of the first input shaft in the first candidate gear is relatively low. In this case, determining the first candidate gear as the third target gear ensures that the gear selection more accurately reflects the current operating state of the vehicle, while also avoiding the reduction in power transmission efficiency caused by the first input shaft speed being too low.

[0120] In this embodiment, by selecting the second candidate gear when the predicted input shaft speed corresponding to the first candidate gear is greater than a fourth threshold, and selecting the first candidate gear when the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, it is possible to effectively distinguish between high and low states of the first input shaft speed, thereby specifically optimizing the gear selection strategy and improving vehicle power and ride smoothness. Specifically, the introduction of the fourth threshold distinguishes between high and low states of the first input shaft speed. When the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, it indicates that the first input shaft speed is high. In this case, selecting the second candidate gear can avoid unstable power transmission caused by excessively high first input shaft speed. When the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, it indicates that the first input shaft speed is low. In this case, selecting the first candidate gear can ensure power transmission efficiency. By further evaluating the vehicle's gear requirements based on the fourth threshold classification and combining the input shaft state indicator, the most appropriate third target gear can be selected when the first input shaft is available. In addition, this embodiment also ensures that the vehicle's power system can provide power output through other means by selecting neutral when the first input shaft is unavailable, thereby further improving the vehicle's reliability and driving experience.

[0121] See Figure 5 , provides a flow chart of determining the third target gear position when the gear position is not the highest and the gear position is rising, as shown in the embodiment of the present application. Figure 5 As shown, the operating parameter set includes the current vehicle speed, the first threshold, the input shaft state identifier and the third subset; the method of the embodiment of the present application may include the following steps S401-S404, and steps S401-S404 can be used as Figure 3 The detailed steps of step S203 of the embodiment are shown.

[0122] S401, when the target gear is not the highest gear and the gear change relationship is gear ascending, determining a first candidate gear and a second candidate gear adjacent to the first target gear in the gear sequence of the first input shaft, the first candidate gear being smaller than the second candidate gear;

[0123] S402, if the current vehicle speed is greater than the first threshold, and the input shaft state flag indicates that the first input shaft is in an available state, determining the second candidate gear as the third target gear;

[0124] S403, if the current vehicle speed is greater than the first threshold, and the input shaft state flag indicates that the first input shaft is in an unavailable state, determining neutral as the third target gear position;

[0125] S404: If the current vehicle speed is less than or equal to the first threshold, a third target gear is determined from among neutral, the second candidate gear, and the first target gear based on the input shaft state identifier and the third subset.

[0126] Specifically, the gear sequence of the first input shaft refers to a set of gears supported by the first input shaft arranged in a certain order. For example, the first input shaft may support odd-numbered gears such as 1st gear and 3rd gear, and the gear sequence may be arranged in the order of 1st gear and 3rd gear. When the target sequence is not the highest sequence and the gear change relationship is an ascending gear, the first candidate gear and the second candidate gear adjacent to the first target gear are first determined in the gear sequence of the first input shaft. The first candidate gear is smaller than the second candidate gear. For example, if the gear sequence of the first input shaft is 1st gear and 3rd gear, and the first target gear is 2nd gear, the first candidate gear is 1st gear and the second candidate gear is 3rd gear.

[0127] The current vehicle speed refers to the actual driving speed of the vehicle at the current moment, and the first threshold refers to a pre-set vehicle speed threshold, which is used to determine whether the current vehicle speed meets specific conditions. The input shaft status identifier is used to indicate the working status of the first input shaft and the second input shaft, such as an available state or an unavailable state. The available state indicates that the input shaft can transmit power normally, and the unavailable state indicates that the input shaft cannot transmit power due to a fault or other reasons. The third subset refers to a set of parameters related to the vehicle's operating status, for example, it may include the predicted input shaft speed corresponding to the first candidate gear, the fourth threshold, the input shaft status identifier, and the fourth subset.

[0128] If the current vehicle speed is greater than the first threshold and the input shaft state indicator indicates that the first input shaft is in an available state, the second candidate gear is determined as the third target gear. Specifically, a gear shift request can be generated based on the second candidate gear and sent to the dual-clutch transmission unit, causing the dual-clutch transmission unit to shift into the second candidate gear according to the gear shift request, thereby implementing gear control of the dual-clutch transmission unit.

[0129] If the current vehicle speed is greater than a first threshold and the input shaft status indicator indicates that the first input shaft is unavailable, neutral is determined as the third target gear. Specifically, a gear shift request can be generated based on neutral and sent to the dual-clutch transmission unit, causing the dual-clutch transmission unit to shift into neutral according to the gear shift request, thereby implementing gear control of the dual-clutch transmission unit.

[0130] If the current vehicle speed is less than or equal to the first threshold, a third target gear is determined among neutral, the second candidate gear, and the first target gear based on the input shaft state identifier and the third subset.

[0131] In this embodiment, when the current vehicle speed is less than or equal to a first threshold, the third target gear is determined from neutral, the second candidate gear, and the first target gear based on the input shaft status indicator and the third subset. This effectively distinguishes between high-speed and low-speed vehicle conditions, thereby optimizing the gear selection strategy and improving vehicle power and ride smoothness. Specifically, the introduction of the first threshold distinguishes between high and low speeds. When the current vehicle speed is greater than the first threshold, the vehicle is in a high-speed condition. In this case, gear selection is more focused on ensuring power transmission continuity and stability, thus prioritizing the second candidate gear to maintain high transmission efficiency. When the current vehicle speed is less than or equal to the first threshold, the vehicle is in a low-speed or medium-speed condition. In this case, gear selection requires more precision to avoid the impact of excessively high or low engine speeds on driving experience and NVH. By further combining other parameters to assess the vehicle's gear requirements based on the first threshold, the most appropriate third target gear is selected in low-speed conditions. In addition, this embodiment also ensures that the vehicle's power system can provide power output through other means by selecting neutral when the input shaft is unavailable, thereby further improving the vehicle's reliability and driving experience.

[0132] In one embodiment, the third subset includes the predicted input shaft speed corresponding to the first candidate gear, the fourth threshold, the input shaft state identifier, and the fourth subset; further refinement of the above step of "determining the third target gear from the neutral gear, the second candidate gear, and the first target gear based on the input shaft state identifier and the third subset" may include the following steps:

[0133] If the predicted input shaft speed corresponding to the first candidate gear is greater than a fourth threshold, and the input shaft state flag indicates that the first input shaft is in an unavailable state, then neutral is determined as the third target gear;

[0134] If the predicted input shaft speed corresponding to the first candidate gear is greater than a fourth threshold, and the input shaft state flag indicates that the first input shaft is in an available state, the second candidate gear is determined as the third target gear;

[0135] If the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, a third target gear is determined among neutral, the second candidate gear, and the first target gear based on the input shaft state identifier and the fourth subset.

[0136] Specifically, the predicted input shaft speed corresponding to the first candidate gear refers to the predicted speed of the first input shaft in the first candidate gear, which is used to evaluate the operating state of the first input shaft in the current gear. The fourth threshold refers to a pre-set input shaft speed threshold, which is used to determine whether the predicted speed of the first input shaft meets specific conditions. The input shaft status identifier is used to indicate the working state of the first input shaft and the second input shaft, such as an available state or an unavailable state. The available state indicates that the input shaft can transmit power normally, and the unavailable state indicates that the input shaft cannot transmit power due to a fault or other reasons. The fourth subset refers to a set of parameters related to the vehicle's operating state, for example, it may include the current accelerator pedal parameters, the second threshold, the predicted engine speed corresponding to the first candidate gear, and the third threshold.

[0137] If the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, and the input shaft status flag indicates that the first input shaft is in an unavailable state, neutral is determined as the third target gear. Specifically, the predicted input shaft speed corresponding to the first candidate gear being greater than the fourth threshold indicates that the first input shaft has a high speed in the first candidate gear, and the input shaft status flag indicating that the first input shaft is in an unavailable state indicates that the first input shaft is unable to transmit power normally. In this case, determining neutral as the third target gear avoids power transmission interruption caused by the unavailable first input shaft, ensuring that the vehicle's powertrain can provide power output through other means, such as through the front-wheel drive motor or the rear-wheel drive motor.

[0138] If the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold and the input shaft status flag indicates that the first input shaft is in an available state, the second candidate gear is determined as the third target gear. Specifically, the predicted input shaft speed corresponding to the first candidate gear being greater than the fourth threshold indicates that the first input shaft has a high speed in the first candidate gear, and the input shaft status flag indicating that the first input shaft is in an available state indicates that the first input shaft can normally transmit power. In this case, determining the second candidate gear as the third target gear avoids unstable power transmission caused by excessively high first input shaft speed while ensuring that the gear selection meets the current operating requirements of the vehicle.

[0139] If the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, a third target gear is determined among neutral, the second candidate gear, and the first target gear based on the input shaft state identifier and the fourth subset.

[0140] In this embodiment, when the predicted input shaft speed corresponding to the first candidate gear is less than or equal to a fourth threshold, the third target gear is determined from neutral, the second candidate gear, and the first target gear based on the input shaft state identifier and the fourth subset. This effectively distinguishes between high and low vehicle speed conditions, thereby optimizing the gear selection strategy and improving vehicle power and ride comfort. Specifically, the introduction of the fourth threshold divides the first input shaft speed into high and low. When the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, it indicates that the first input shaft speed is high. In this case, selecting the second candidate gear can avoid unstable power transmission caused by the excessively high first input shaft speed. When the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, it indicates that the first input shaft speed is low. In this case, the fourth subset is used to further evaluate the vehicle's gear requirement, ensuring that the gear selection more accurately reflects the vehicle's current operating state. By further evaluating the vehicle's gear requirement based on the fourth threshold classification and combining other parameters, the most appropriate third target gear is selected when the first input shaft is available. In addition, this embodiment also ensures that the vehicle's power system can provide power output through other means by selecting neutral when the input shaft is unavailable, thereby further improving the vehicle's reliability and driving experience.

[0141] In one embodiment, the fourth subset includes the current accelerator pedal parameter, the second threshold, the predicted engine speed corresponding to the first candidate gear, and the third threshold. The above step of "determining the third target gear from the neutral gear, the second candidate gear, and the first target gear based on the input shaft state identifier and the fourth subset" may be further refined to include the following steps:

[0142] If the current accelerator pedal parameter is less than or equal to the second threshold, the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, and the input shaft state flag indicates that the second input shaft is in an available state, then the first target gear is determined to be the third target gear;

[0143] If the current accelerator pedal parameter is greater than a second threshold, or the predicted engine speed corresponding to the first candidate gear is less than or equal to a third threshold, or the input shaft state flag indicates that the second input shaft is in an unavailable state, then determining a third target gear between neutral and the second candidate gear;

[0144] The above step of "determining the third target gear from the neutral gear and the second candidate gear" can be further refined to include the following steps:

[0145] If the input shaft state flag indicates that the first input shaft is in an unavailable state, the neutral gear is determined as the third target gear position;

[0146] If the input shaft state flag indicates that the first input shaft is in an available state, the second candidate gear is determined as the third target gear.

[0147] Specifically, the current accelerator pedal parameter refers to the accelerator pedal opening of the vehicle at the current moment, which is used to reflect the driver's acceleration demand. The second threshold refers to a pre-set accelerator pedal opening threshold, which is used to determine whether the driver's acceleration demand meets specific conditions. The predicted engine speed corresponding to the first candidate gear refers to the predicted engine speed under the first candidate gear, which is used to evaluate the operating state of the engine under the first candidate gear. The third threshold refers to a pre-set engine speed threshold, which is used to determine whether the predicted engine speed meets specific conditions. The input shaft status identifier is used to indicate the working state of the first input shaft and the second input shaft, such as an available state or an unavailable state. The available state indicates that the input shaft can transmit power normally, and the unavailable state indicates that the input shaft cannot transmit power due to a fault or other reasons.

[0148] If the current accelerator pedal parameter is less than or equal to the second threshold, the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, and the input shaft status indicator indicates that the second input shaft is in an available state, then the first target gear is determined to be the third target gear. Specifically, if the current accelerator pedal parameter is less than or equal to the second threshold, it indicates that the driver's acceleration demand is low; if the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, it indicates that the engine speed is high in the first candidate gear; and if the input shaft status indicator indicates that the second input shaft is in an available state, it indicates that the second input shaft can normally transmit power. In this case, determining the first target gear as the third target gear ensures that the gear selection more accurately reflects the vehicle's current operating state, while avoiding the impact of excessive engine speed on the driving experience and NVH.

[0149] If the current accelerator pedal parameter is greater than the second threshold, or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, or the input shaft status flag indicates that the second input shaft is unavailable, a third target gear is determined between neutral and the second candidate gear. Specifically, if the current accelerator pedal parameter is greater than the second threshold, it indicates that the driver's acceleration demand is high; if the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, it indicates that the engine speed in the first candidate gear is low; and if the input shaft status flag indicates that the second input shaft is unavailable, it indicates that the second input shaft is unable to transmit power normally. In this case, determining the third target gear between neutral and the second candidate gear can avoid power transmission interruption caused by the unavailable second input shaft, while ensuring that the gear selection can meet the driver's acceleration demand.

[0150] When determining the third target gear between neutral and the second candidate gear, the first step is to determine whether the input shaft status identifier indicates that the first input shaft is in an unavailable state. If the input shaft status identifier indicates that the first input shaft is in an unavailable state, neutral is determined as the third target gear. Specifically, the input shaft status identifier indicating that the first input shaft is in an unavailable state indicates that the first input shaft cannot transmit power normally, and therefore the second candidate gear cannot be engaged. In this case, determining neutral as the third target gear can avoid power transmission interruption caused by the unavailability of the first input shaft, ensuring that the vehicle's power system can provide power output through other means, such as through the front drive motor or the rear drive motor.

[0151] If the input shaft status flag indicates that the first input shaft is in an available state, the second candidate gear is determined as the third target gear. Specifically, the input shaft status flag indicating that the first input shaft is in an available state indicates that the first input shaft is able to transmit power normally. In this case, determining the second candidate gear as the third target gear ensures that the gear selection can meet the driver's acceleration requirements while avoiding power transmission interruption caused by the unavailability of the first input shaft.

[0152] In this embodiment, when the current accelerator pedal parameter is less than or equal to the second threshold, the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, and the input shaft status identifier indicates that the second input shaft is in an available state, the first target gear is determined to be the third target gear. This can effectively distinguish between the vehicle's operating conditions of low acceleration demand and high engine speed, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness. Specifically, the introduction of the second and third thresholds allows for a high- and low-level classification of the driver's acceleration demand and engine speed. When the current accelerator pedal parameter is less than or equal to the second threshold and the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, this indicates a low driver acceleration demand and a high engine speed. Selecting the first target gear in this case can avoid the impact of excessive engine speed on the driving experience and NVH. When the current accelerator pedal parameter is greater than the second threshold, or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, or the input shaft status indicator indicates that the second input shaft is unavailable, this indicates a high driver acceleration demand, a low engine speed, or an unavailable second input shaft. In this case, determining the third target gear between neutral and the second candidate gear ensures that the gear selection meets the driver's acceleration demand or avoids power transmission interruption caused by the unavailable second input shaft. By further evaluating the vehicle's gear demand in conjunction with the input shaft status indicator based on the classification by the second and third thresholds, the most appropriate third target gear can be selected when the second input shaft is available. In addition, this embodiment also ensures that the vehicle's power system can provide power output through other means by selecting neutral when the input shaft is unavailable, thereby further improving the vehicle's reliability and driving experience.

[0153] See Figure 6 , provides a flowchart of determining the third target gear position when the gear position is not the highest order and the gear position is maintained, as shown in the embodiment of the present application. Figure 6 As shown, the operating parameter set includes an input shaft state identifier; the method of the embodiment of the present application may include the following steps S501-S502, and steps S501-S502 may be used as Figure 3 The detailed steps of step S203 of the embodiment are shown.

[0154] When the target order is not the highest order and the gear change relationship is gear maintenance:

[0155] S501, if the input shaft state identifier indicates that the second input shaft is in an available state, determining the first target gear position as the third target gear position;

[0156] S502: If the input shaft state flag indicates that the second input shaft is in an unavailable state, the neutral gear is determined as the third target gear position.

[0157] Specifically, the input shaft status identifier is used to indicate the working status of the first input shaft and the second input shaft, such as an available state or an unavailable state. The available state indicates that the input shaft can transmit power normally, and the unavailable state indicates that the input shaft cannot transmit power due to a fault or other reasons. The first target gear refers to the target gear of the vehicle at the current moment, which is used to reflect the current operating requirements of the vehicle. The third target gear refers to the target gear of the vehicle when the gear is maintained, which is used to reflect the operating requirements of the vehicle when the gear is maintained. Neutral means that the vehicle's transmission is in a state of no power transmission, which is used to avoid power transmission interruption due to unavailability of the input shaft.

[0158] If the target gear position is not the highest and the gear change relationship is gear maintenance, the system first determines whether the input shaft status flag indicates that the second input shaft is in an available state. If the input shaft status flag indicates that the second input shaft is in an available state, the first target gear position is determined as the third target gear position. Specifically, the input shaft status flag indicating that the second input shaft is in an available state indicates that the second input shaft can normally transmit power. In this case, determining the first target gear position as the third target gear position ensures that the gear selection meets the current operating requirements of the vehicle while avoiding power transmission instability caused by gear changes.

[0159] If the input shaft status flag indicates that the second input shaft is unavailable, neutral is determined as the third target gear. Specifically, the input shaft status flag indicating that the second input shaft is unavailable indicates that the second input shaft is unable to transmit power normally. In this case, determining neutral as the third target gear avoids power transmission interruption caused by the unavailable second input shaft, ensuring that the vehicle's power system can provide power output through other means, such as through the front or rear drive motors.

[0160] In this embodiment, when the target sequence is not the highest sequence and the gear change relationship is gear maintenance, the third target gear is determined between the first target gear and neutral based on the input shaft state identifier. This can effectively distinguish between the available state and the unavailable state of the second input shaft, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness.

[0161] See Figure 7 , provides a flow chart of determining the third target gear position in the highest order and when the gear position is rising, as shown in the embodiment of the present application. Figure 7 As shown, the operating parameter set includes the current accelerator pedal parameter, the second threshold, the predicted engine speed corresponding to the first candidate gear, the third threshold, the input shaft state identifier, the fifth subset and the sixth subset; the method of the embodiment of the present application may include the following steps S601-S603, and steps S601-S603 can be used as Figure 3 The detailed steps of step S203 of the embodiment are shown.

[0162] S601, when the target sequence is the highest sequence and the gear change relationship is gear ascending, determining a first candidate gear that is adjacent to the first target gear and smaller than the first target gear in the gear sequence of the first input shaft;

[0163] S602: If the current accelerator pedal parameter is less than or equal to the second threshold, and the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, determining a third target gear among neutral, the first candidate gear, and the first target gear based on the input shaft state identifier and the fifth subset;

[0164] S603: If the current accelerator pedal parameter is greater than the second threshold, or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, then based on the input shaft state identifier and the sixth subset, the third target gear is determined among neutral, the first candidate gear, and the first target gear.

[0165] Specifically, the fifth subset refers to a set of gear selection parameters associated with the first input shaft, and is used to determine a third target gear in the gear sequence of the first input shaft. The sixth subset refers to a set of gear selection parameters associated with the second input shaft, and is used to determine a third target gear in the gear sequence of the second input shaft.

[0166] When the target sequence is the highest and the gear change relationship is gear-up, a first candidate gear is first determined in the gear sequence of the first input shaft that is adjacent to and smaller than the first target gear. Specifically, the target sequence being the highest indicates that the vehicle's first target gear is the highest gear of the second input shaft, and the gear change relationship being gear-up indicates that the vehicle's gear request is an upshift. In this case, a first candidate gear is determined in the gear sequence of the first input shaft that is adjacent to and smaller than the first target gear.

[0167] If the current accelerator pedal parameter is less than or equal to the second threshold, and the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, then based on the input shaft state identifier and the fifth subset, a third target gear is determined among neutral, the first candidate gear, and the first target gear. Specifically, if the current accelerator pedal parameter is less than or equal to the second threshold, it indicates that the driver's acceleration demand is low, and if the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, it indicates that the engine speed in the first candidate gear is high. In this case, based on the input shaft state identifier and the fifth subset, the third target gear is determined among neutral, the first candidate gear, and the first target gear, which can ensure that the gear selection can more accurately reflect the current operating state of the vehicle, while avoiding the impact of excessive engine speed on driving experience and NVH.

[0168] If the current accelerator pedal parameter is greater than the second threshold, or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, then based on the input shaft state identifier and the sixth subset, a third target gear is determined among neutral, the first candidate gear, and the first target gear. Specifically, if the current accelerator pedal parameter is greater than the second threshold, it indicates that the driver's acceleration demand is high, and if the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, it indicates that the engine speed in the first candidate gear is low. In this case, determining the third target gear among neutral, the first candidate gear, and the first target gear based on the input shaft state identifier and the sixth subset ensures that the gear selection can meet the driver's acceleration demand while avoiding the impact of low engine speed on the driving experience and NVH.

[0169] In this embodiment, when the target sequence is the highest sequence and the gear change relationship is gear rising, the third target gear is determined among neutral, the first candidate gear, and the first target gear based on the current accelerator pedal parameters, the predicted engine speed corresponding to the first candidate gear, the input shaft state identifier, the fifth subset, and the sixth subset. This can effectively distinguish between the vehicle being in conditions of low acceleration demand and high engine speed, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness. Specifically, the introduction of the second and third thresholds achieves a high / low classification of the driver's acceleration demand and engine speed. When the current accelerator pedal parameter is less than or equal to the second threshold and the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, it indicates that the driver's acceleration demand is low and the engine speed is high. In this case, determining the third target gear based on the input shaft state identifier and the fifth subset can avoid the impact of excessively high engine speed on the driving experience and NVH. When the current accelerator pedal parameter is greater than the second threshold, or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, it indicates that the driver's acceleration demand is high or the engine speed is low. In this case, determining the third target gear based on the input shaft state identifier and the sixth subset can ensure that the gear selection can meet the driver's acceleration demand or avoid the impact of excessively low engine speed on the driving experience and NVH. By further combining the input shaft state identifier, the fifth subset, and the sixth subset to evaluate the vehicle's gear demand based on the second and third threshold classifications, the most appropriate third target gear can be selected in the gear-up situation. In addition, this embodiment also ensures that the vehicle's power system can provide power output through other means by selecting neutral when the input shaft is unavailable, thereby further improving the vehicle's reliability and driving experience.

[0170] In one embodiment, the fifth subset includes the predicted input shaft speed corresponding to the first candidate gear, the fourth threshold, the predicted input shaft speed corresponding to the first target gear, and the fifth threshold; the above step of "determining the third target gear from the neutral gear, the first candidate gear, and the first target gear based on the input shaft state identifier and the fifth subset" may be further refined to include the following steps:

[0171] If the input shaft status flag indicates that the second input shaft is in an unavailable state, and the input shaft status flag indicates that the first input shaft is in an unavailable state, then the neutral gear is determined as the third target gear position;

[0172] If the input shaft state flag indicates that the second input shaft is in an unavailable state, the input shaft state flag indicates that the first input shaft is in an available state, and the predicted input shaft speed corresponding to the first candidate gear is greater than a fourth threshold, then neutral is determined as the third target gear;

[0173] If the input shaft state flag indicates that the second input shaft is in an unavailable state, the input shaft state flag indicates that the first input shaft is in an available state, and the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, then the first candidate gear is determined as the third target gear;

[0174] If the input shaft state flag indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is greater than a fifth threshold, then neutral is determined as the third target gear;

[0175] If the input shaft state flag indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is less than or equal to a fifth threshold, the first target gear is determined as the third target gear.

[0176] Specifically, the predicted input shaft speed corresponding to the first target gear position refers to the predicted speed of the second input shaft in the first target gear position and is used to evaluate the operating state of the second input shaft in the first target gear position. The fifth threshold value refers to a pre-set input shaft speed threshold value and is used to determine whether the predicted speed of the second input shaft meets a specific condition.

[0177] If the input shaft status indicator indicates that the second input shaft is unavailable, and the input shaft status indicator indicates that the first input shaft is unavailable, then neutral is determined as the third target gear. Specifically, if the input shaft status indicator indicates that the second input shaft is unavailable, it indicates that the second input shaft cannot normally transmit power, and if the input shaft status indicator indicates that the first input shaft is unavailable, it indicates that the first input shaft cannot normally transmit power. In this case, determining neutral as the third target gear avoids power transmission interruption caused by the unavailability of both the first and second input shafts, ensuring that the vehicle's power system can provide power output through other means, such as through the front-wheel drive motor or the rear-wheel drive motor.

[0178] If the input shaft status flag indicates that the second input shaft is unavailable, the input shaft status flag indicates that the first input shaft is available, and the predicted input shaft speed corresponding to the first candidate gear is greater than a fourth threshold, then neutral is determined as the third target gear. Specifically, if the input shaft status flag indicates that the second input shaft is unavailable, it indicates that the second input shaft cannot transmit power normally; if the input shaft status flag indicates that the first input shaft is available, it indicates that the first input shaft can transmit power normally; and if the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, it indicates that the first input shaft has a high speed in the first candidate gear. In this case, determining neutral as the third target gear can avoid the impact of excessively high first input shaft speed on driving experience and NVH, while ensuring that the vehicle's powertrain can provide power output through other means.

[0179] If the input shaft status flag indicates that the second input shaft is unavailable, the input shaft status flag indicates that the first input shaft is available, and the predicted input shaft speed corresponding to the first candidate gear is less than or equal to a fourth threshold, the first candidate gear is determined as the third target gear. Specifically, if the input shaft status flag indicates that the second input shaft is unavailable, it indicates that the second input shaft cannot transmit power normally; if the input shaft status flag indicates that the first input shaft is available, it indicates that the first input shaft can transmit power normally; and if the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, it indicates that the speed of the first input shaft in the first candidate gear is low. In this case, determining the first candidate gear as the third target gear ensures that the gear selection meets the current operating requirements of the vehicle while avoiding the impact on driving experience and NVH caused by the excessively low speed of the first input shaft.

[0180] If the input shaft status flag indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is greater than the fifth threshold, neutral is determined as the third target gear. Specifically, if the input shaft status flag indicates that the second input shaft is in an available state, it indicates that the second input shaft can normally transmit power, and if the predicted input shaft speed corresponding to the first target gear is greater than the fifth threshold, it indicates that the second input shaft has a high speed in the first target gear. In this case, determining neutral as the third target gear can avoid the impact of excessively high second input shaft speed on driving experience and NVH, while ensuring that the vehicle's powertrain can provide power output through other means.

[0181] If the input shaft status flag indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, the first target gear is determined as the third target gear. Specifically, if the input shaft status flag indicates that the second input shaft is in an available state, it indicates that the second input shaft can normally transmit power, and if the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, it indicates that the speed of the second input shaft in the first target gear is low. In this case, determining the first target gear as the third target gear ensures that the gear selection meets the current operating requirements of the vehicle while avoiding the impact on driving experience and NVH caused by the second input shaft speed being too low.

[0182] In this embodiment, based on the division of input shaft state identification, the predicted input shaft speed corresponding to the first candidate gear, the fourth threshold, the predicted input shaft speed corresponding to the first target gear and the fifth threshold are further combined to determine the third target gear among neutral, the first candidate gear and the first target gear. This can effectively distinguish between the available and unavailable states of the first input shaft and the second input shaft, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness. Specifically, the introduction of the fourth threshold and the fifth threshold realizes the high and low division of the rotational speeds of the first input shaft and the second input shaft. When the input shaft status mark indicates that the second input shaft is in an unavailable state and the input shaft status mark indicates that the first input shaft is in an unavailable state, it indicates that both the first input shaft and the second input shaft cannot transmit power normally. At this time, selecting neutral can avoid the interruption of power transmission caused by the unavailability of the input shaft; when the input shaft status mark indicates that the second input shaft is in an unavailable state and the input shaft status mark indicates that the first input shaft is in an available state, if the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, it indicates that the speed of the first input shaft in the first candidate gear is higher. At this time, selecting neutral can avoid the impact of the excessively high rotational speed of the first input shaft on the driving experience and NVH. If the predicted input shaft speed corresponding to a candidate gear is less than or equal to the fourth threshold, it indicates that the first input shaft has a lower speed in the first candidate gear. Selecting the first candidate gear ensures that the gear selection meets the vehicle's current operating requirements. If the input shaft status indicator indicates that the second input shaft is available, and the predicted input shaft speed corresponding to the first target gear is greater than the fifth threshold, it indicates that the second input shaft has a higher speed in the first target gear. Selecting neutral in this case can avoid the impact of the second input shaft's excessively high speed on the driving experience and NVH. If the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, it indicates that the second input shaft has a lower speed in the first target gear. Selecting the first target gear ensures that the gear selection meets the vehicle's current operating requirements. By evaluating the vehicle's gear requirements based on the fourth and fifth thresholds and further combining the input shaft status indicator, the most appropriate third target gear is selected when the input shaft is available or unavailable. Furthermore, by selecting neutral when the input shaft is unavailable, this embodiment ensures that the vehicle's powertrain can provide power output through other means, further improving vehicle reliability and driving experience.

[0183] In one embodiment, the sixth subset includes the predicted input shaft speed corresponding to the first candidate gear, the fourth threshold, the predicted input shaft speed corresponding to the first target gear, and the fifth threshold. The above step of "determining the third target gear from the neutral gear, the first candidate gear, and the first target gear based on the input shaft state identifier and the sixth subset" may be further refined to include the following steps:

[0184] If the predicted input shaft speed corresponding to the first candidate gear is greater than a fourth threshold, and the input shaft state flag indicates that the second input shaft is in an unavailable state, then neutral is determined as the third target gear;

[0185] If the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, the input shaft state flag indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is greater than the fifth threshold, then neutral is determined as the third target gear;

[0186] If the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, the input shaft state flag indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, the first target gear is determined as the third target gear;

[0187] If the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, and the input shaft state flag indicates that the first input shaft is in an unavailable state, then determining neutral as the third target gear;

[0188] If the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, and the input shaft state flag indicates that the first input shaft is in an available state, the first candidate gear is determined as the third target gear.

[0189] Specifically, if the predicted input shaft speed corresponding to the first candidate gear is greater than a fourth threshold, and the input shaft status flag indicates that the second input shaft is in an unavailable state, neutral is determined as the third target gear. Specifically, if the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, it indicates that the first input shaft has a high speed in the first candidate gear, and if the input shaft status flag indicates that the second input shaft is in an unavailable state, it indicates that the second input shaft cannot transmit power normally. In this case, determining neutral as the third target gear can avoid the impact on driving experience and NVH caused by the excessively high first input shaft speed, while ensuring that the vehicle's powertrain can provide power output through other means, such as through the front-wheel drive motor or the rear-wheel drive motor.

[0190] If the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, the input shaft status flag indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is greater than the fifth threshold, then neutral is determined as the third target gear. Specifically, if the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, it indicates that the first input shaft has a high speed in the first candidate gear, the input shaft status flag indicates that the second input shaft is in an available state, indicating that the second input shaft can normally transmit power, and the predicted input shaft speed corresponding to the first target gear is greater than the fifth threshold, it indicates that the second input shaft has a high speed in the first target gear. In this case, determining neutral as the third target gear can avoid the impact on driving experience and NVH caused by excessively high speeds of the first and second input shafts, while ensuring that the vehicle's powertrain can provide power output through other means.

[0191] If the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, the input shaft status flag indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, the first target gear is determined as the third target gear. Specifically, if the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, it indicates that the first input shaft has a high speed in the first candidate gear; if the input shaft status flag indicates that the second input shaft is in an available state, it indicates that the second input shaft can normally transmit power; and if the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, it indicates that the second input shaft has a low speed in the first target gear. In this case, determining the first target gear as the third target gear ensures that the gear selection meets the current operating requirements of the vehicle while avoiding the impact on driving experience and NVH caused by the excessively high first input shaft speed.

[0192] If the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, and the input shaft status flag indicates that the first input shaft is in an unavailable state, neutral is determined as the third target gear. Specifically, if the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, it indicates that the first input shaft has a low speed in the first candidate gear, and if the input shaft status flag indicates that the first input shaft is in an unavailable state, it indicates that the first input shaft cannot normally transmit power. In this case, determining neutral as the third target gear avoids power transmission interruption caused by the unavailable first input shaft, while ensuring that the vehicle's powertrain can provide power output through other means.

[0193] If the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, and the input shaft status flag indicates that the first input shaft is in an available state, the first candidate gear is determined as the third target gear. Specifically, if the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, it indicates that the first input shaft has a low speed in the first candidate gear, and if the input shaft status flag indicates that the first input shaft is in an available state, it indicates that the first input shaft can normally transmit power. In this case, determining the first candidate gear as the third target gear ensures that the gear selection meets the current operating requirements of the vehicle while avoiding the impact on driving experience and NVH caused by the first input shaft speed being too low.

[0194] In this embodiment, based on the division of input shaft state identification, the predicted input shaft speed corresponding to the first candidate gear, the fourth threshold, the predicted input shaft speed corresponding to the first target gear and the fifth threshold are further combined to determine the third target gear among neutral, the first candidate gear and the first target gear. This can effectively distinguish between the available and unavailable states of the first input shaft and the second input shaft, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness. Specifically, the introduction of the fourth threshold and the fifth threshold realizes the high and low division of the rotational speeds of the first input shaft and the second input shaft. When the predicted input shaft rotational speed corresponding to the first candidate gear is greater than the fourth threshold and the input shaft status mark indicates that the second input shaft is in an unavailable state, it indicates that the rotational speed of the first input shaft in the first candidate gear is relatively high and the second input shaft cannot transmit power normally. At this time, selecting neutral can avoid the influence of the first input shaft rotational speed being too high on the driving experience and NVH; when the predicted input shaft rotational speed corresponding to the first candidate gear is greater than the fourth threshold and the input shaft status mark indicates that the second input shaft is in an available state, if the predicted input shaft rotational speed corresponding to the first target gear is greater than the fifth threshold, it indicates that the rotational speed of the second input shaft in the first target gear is relatively high. At this time, selecting neutral can avoid the influence of the first input shaft and the second input shaft rotational speed being too high on the driving experience and NVH. If the first target gear If the corresponding predicted input shaft speed is less than or equal to the fifth threshold, it indicates that the second input shaft has a low speed in the first target gear. In this case, selecting the first target gear ensures that the gear selection meets the vehicle's current operating requirements. If the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold and the input shaft status indicator indicates that the first input shaft is in an unavailable state, it indicates that the first input shaft has a low speed in the first candidate gear and cannot transmit power normally. In this case, selecting neutral can avoid power transmission interruption caused by the unavailable first input shaft. If the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold and the input shaft status indicator indicates that the first input shaft is in an available state, it indicates that the first input shaft has a low speed in the first candidate gear and can transmit power normally. In this case, selecting the first candidate gear ensures that the gear selection meets the vehicle's current operating requirements. By further evaluating the vehicle's gear requirements based on the fourth and fifth thresholds and combining the input shaft status indicator, the most appropriate third target gear is selected when the input shaft is in both available and unavailable states. In addition, this embodiment also ensures that the vehicle's power system can provide power output through other means by selecting neutral when the input shaft is unavailable, thereby further improving the vehicle's reliability and driving experience.

[0195] See Figure 8 , provides a flow chart of determining the third target gear position when the gear position is maintained at the highest order for the embodiment of the present application, such as Figure 8As shown, the operating parameter set includes the input shaft state identifier, the predicted input shaft speed corresponding to the first target gear, and the fifth threshold value; the method of the embodiment of the present application may include the following steps S701-S703, and steps S701-S703 can be used as Figure 3 The detailed steps of step S203 of the embodiment are shown.

[0196] When the target order is the highest order and the gear change relationship is gear maintenance:

[0197] S701, if the predicted input shaft speed corresponding to the first target gear is greater than a fifth threshold, determining neutral as the third target gear;

[0198] S702, if the predicted input shaft speed corresponding to the first target gear is less than or equal to a fifth threshold, and if the input shaft state flag indicates that the second input shaft is in an unavailable state, determining neutral as the third target gear;

[0199] S703: If the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, and if the input shaft state identifier indicates that the second input shaft is in an available state, the first target gear is determined as the third target gear.

[0200] Specifically, the target sequence being the highest sequence indicates that the first target gear of the vehicle is the highest gear of the second input shaft, and the gear change relationship being gear maintenance indicates that the gear requirement of the vehicle is to maintain the current gear.

[0201] If the predicted input shaft speed corresponding to the first target gear is greater than the fifth threshold, neutral is determined as the third target gear. Specifically, a predicted input shaft speed corresponding to the first target gear being greater than the fifth threshold indicates that the second input shaft has a higher speed in the first target gear. In this case, selecting neutral as the third target gear can mitigate the impact on driving experience and NVH caused by excessively high second input shaft speed.

[0202] If the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, and if the input shaft status flag indicates that the second input shaft is in an unavailable state, neutral is determined as the third target gear. Specifically, if the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, it indicates that the second input shaft has a low speed in the first target gear, and if the input shaft status flag indicates that the second input shaft is in an unavailable state, it indicates that the second input shaft cannot normally transmit power. In this case, determining neutral as the third target gear avoids power transmission interruption caused by the unavailable second input shaft, while ensuring that the vehicle's powertrain can provide power output through other means, such as through the front-drive motor or the rear-drive motor.

[0203] If the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, and if the input shaft status flag indicates that the second input shaft is in an available state, the first target gear is determined as the third target gear. Specifically, if the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, it indicates that the second input shaft has a low speed in the first target gear, and if the input shaft status flag indicates that the second input shaft is in an available state, it indicates that the second input shaft can normally transmit power. In this case, determining the first target gear as the third target gear ensures that the gear selection meets the current operating requirements of the vehicle while avoiding the impact on driving experience and NVH caused by the second input shaft speed being too low.

[0204] In this embodiment, when the target sequence is the highest sequence and the gear change relationship is gear maintenance, the third target gear is determined between the first target gear and neutral based on the predicted input shaft speed, the fifth threshold value and the input shaft state identifier corresponding to the first target gear. This can effectively distinguish between the available state and the unavailable state of the second input shaft, thereby optimizing the gear selection strategy in a targeted manner and improving the vehicle's power and driving smoothness. Specifically, the introduction of the fifth threshold value achieves a high-low classification of the second input shaft speed. When the predicted input shaft speed corresponding to the first target gear is greater than the fifth threshold value, it indicates that the second input shaft has a high speed in the first target gear. Selecting neutral in this case ensures that the gear selection meets the current operating requirements of the vehicle. When the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold value, if the input shaft status indicator indicates that the second input shaft is in an unavailable state, it indicates that the second input shaft has a low speed in the first target gear and cannot transmit power normally. Selecting neutral in this case avoids power transmission interruption caused by the unavailable second input shaft. When the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold value, if the input shaft status indicator indicates that the second input shaft is in an available state, it indicates that the second input shaft has a low speed in the first target gear and can transmit power normally. Selecting the first target gear in this case ensures that the gear selection meets the current operating requirements of the vehicle. By further combining the input shaft status indicator with the fifth threshold value classification to evaluate the vehicle's gear requirements, the most appropriate third target gear can be selected when the second input shaft is available or unavailable. In addition, this embodiment also ensures that the vehicle's power system can provide power output through other means by selecting neutral when the second input shaft is unavailable, thereby further improving the vehicle's reliability and driving experience.

[0205] It should be noted that the first, second, third, fourth, and fifth thresholds described above can all be set to thresholds with a certain margin to ensure more stable and reliable gear selection under different operating conditions. Specifically, the first threshold can be defined as a vehicle speed threshold under high-speed operating conditions, with its value slightly higher than the actual high-speed critical value to ensure the stability of gear selection under high speeds; the second threshold can be defined as an accelerator pedal opening threshold for the driver's acceleration demand, with its value slightly higher than the actual high-speed critical value to ensure the timeliness of gear selection under high acceleration demand; the third threshold can be defined as a high engine speed threshold, with its value slightly higher than the actual high-speed critical value to ensure the rationality of gear selection under high speeds; the fourth threshold can be defined as a high input shaft speed threshold, with its value slightly higher than the actual high-speed critical value to ensure the stability of gear selection under high speeds; and the fifth threshold can be defined as another high input shaft speed threshold, with its value slightly higher than the actual high-speed critical value to ensure the rationality of gear selection under high speeds. By setting these thresholds with margins, the vehicle can be provided with a more precise and stable gear selection strategy under different working conditions, thereby improving the vehicle's power and driving smoothness.

[0206] The present application also provides a vehicle, see Figure 9 , provides a structural diagram of a vehicle according to an embodiment of the present application. Figure 9 As shown, the vehicle 900 includes a processor 901 and a memory 902. The processor 901 is electrically connected to the memory 902.

[0207] Processor 901 is the control center of vehicle 900 and may include one or more processing cores. Processor 901 utilizes various interfaces and circuits to connect various components of vehicle 900. By invoking and executing executable program code stored in memory 902, it enables vehicle 900 to execute the aforementioned method steps and implement a vehicle control method provided in the aforementioned embodiment. Optionally, processor 901 may be implemented using at least one of the following hardware forms: a digital signal processing (DSP), a field programmable gate array (FPGA), or a programmable logic array (PLA). Processor 901 may integrate one or a combination of a CPU, a graphics processing unit (GPU), and a modem. The CPU primarily processes the operating system, user interfaces, and applications; the GPU is responsible for rendering and drawing display content; and the modem handles wireless communications. It is understood that the modem may not be integrated into processor 901 and may instead be implemented via a separate communications chip.

[0208] The memory 902 can be used for executable program codes. The memory 902 can mainly include a program storage area and a data storage area. The program storage area can store an operating system, executable program codes required for at least one function, etc.; the data storage area can store data created according to the use of the vehicle 900, etc.

[0209] In addition, the memory 902 may include a high-speed random access memory and a non-volatile memory, such as at least one disk storage device, a flash memory device, or other volatile solid-state storage device. Accordingly, the memory 902 may also include a memory controller to provide the processor 901 with access to the memory 902.

[0210] An embodiment of the present application also provides a computer-readable storage medium, which stores computer program code. When the computer program code runs on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0211] Among them, the vehicle and computer-readable storage medium provided in this embodiment are used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0212] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle control method, characterized in that: The vehicle includes a dual-clutch transmission unit and a front-wheel drive motor, the dual-clutch transmission unit includes a first input shaft and a second input shaft, and the front-wheel drive motor is connected to the second input shaft; the method includes: During a switching process of the vehicle from the pure electric drive mode to the engine drive mode, obtaining a first target gear position of the dual-clutch transmission unit at a first moment; If the first target gear is the gear corresponding to the second input shaft, obtaining a second target gear of the dual-clutch transmission unit at a second moment, where the second moment is before the first moment; determining a third target gear position according to the first target gear position, the second target gear position, and an operating parameter set of the vehicle in a current state, wherein the operating parameter set is obtained in advance; The gear position of the dual-clutch transmission unit is controlled according to the third target gear position.

2. The method according to claim 1, characterized in that The determining of the third target gear position according to the first target gear position, the second target gear position, and an operating parameter set of the vehicle in a current state includes: Obtaining a target sequence of the first target gear in a gear sequence of the second input shaft; obtaining a gear change relationship between the first target gear and the second target gear; A third target gear is determined according to the target sequence, the gear change relationship, and an operating parameter set of the vehicle in a current state.

3. The method according to claim 2, characterized in that The operating parameter set includes a current vehicle speed, a first threshold, an input shaft state identifier, and a first subset; and determining a third target gear according to the target sequence, the gear change relationship, and the operating parameter set of the vehicle in the current state includes: When the target gear is not the highest gear and the gear change relationship is gear down, determining a first candidate gear and a second candidate gear adjacent to the first target gear in the gear sequence of the first input shaft, the first candidate gear being smaller than the second candidate gear; If the current vehicle speed is greater than the first threshold, and the input shaft state identifier indicates that the first input shaft is in an available state, determining the second candidate gear as the third target gear; If the current vehicle speed is greater than the first threshold, and the input shaft state flag indicates that the first input shaft is in an unavailable state, determining neutral as the third target gear position; If the current vehicle speed is less than or equal to the first threshold, a third target gear is determined among neutral, the first candidate gear, the second candidate gear, and the first target gear based on the input shaft state identifier and the first subset.

4. The method according to claim 3, characterized in that The first subset includes a current accelerator pedal parameter, a second threshold, a predicted engine speed corresponding to the first candidate gear, a third threshold, and a second subset; and determining a third target gear among neutral, the first candidate gear, the second candidate gear, and the first target gear based on the input shaft state identifier and the first subset includes: If the current accelerator pedal parameter is less than or equal to the second threshold, the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, and the input shaft state flag indicates that the second input shaft is in an available state, then the first target gear is determined to be the third target gear; If the current accelerator pedal parameter is less than or equal to the second threshold, the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, and the input shaft state flag indicates that the second input shaft is in an unavailable state, then neutral is determined as the third target gear; If the current accelerator pedal parameter is greater than the second threshold, or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, then based on the input shaft state identifier and the second subset, a third target gear is determined among neutral, the first candidate gear, and the second candidate gear.

5. The method according to claim 4, characterized in that The second subset includes a predicted input shaft speed corresponding to the first candidate gear and a fourth threshold; and determining a third target gear among neutral, the first candidate gear, and the second candidate gear based on the input shaft state identifier and the second subset includes: If the input shaft state identifier indicates that the first input shaft is in an unavailable state, determining the neutral gear as the third target gear position; If the input shaft state flag indicates that the first input shaft is in an available state, and the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, determining the second candidate gear as the third target gear; If the input shaft state identifier indicates that the first input shaft is in an available state, and the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, the first candidate gear is determined as the third target gear.

6. The method according to claim 2, characterized in that The operating parameter set includes a current vehicle speed, a first threshold, an input shaft state identifier, and a third subset; determining the third target gear according to the target sequence, the gear change relationship, and the operating parameter set of the vehicle in the current state includes: When the target gear is not the highest gear and the gear change relationship is gear ascending, determining a first candidate gear and a second candidate gear adjacent to the first target gear in the gear sequence of the first input shaft, the first candidate gear being smaller than the second candidate gear; If the current vehicle speed is greater than the first threshold, and the input shaft state identifier indicates that the first input shaft is in an available state, determining the second candidate gear as the third target gear; If the current speed of the vehicle is greater than the first threshold, and the input shaft state identifier indicates that the first input shaft is in an unavailable state, determining neutral as the third target gear position; If the current vehicle speed is less than or equal to the first threshold, a third target gear is determined among neutral, the second candidate gear, and the first target gear based on the input shaft state identifier and the third subset.

7. The method according to claim 6, characterized in that The third subset includes a predicted input shaft speed corresponding to the first candidate gear, a fourth threshold, an input shaft state identifier, and a fourth subset; and determining a third target gear among neutral, the second candidate gear, and the first target gear based on the input shaft state identifier and the third subset includes: If the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, and the input shaft state flag indicates that the first input shaft is in an unavailable state, then determining neutral as the third target gear; If the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, and the input shaft state flag indicates that the first input shaft is in an available state, determining the second candidate gear as the third target gear; If the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, a third target gear is determined among neutral, the second candidate gear, and the first target gear based on the input shaft state identifier and the fourth subset.

8. The method according to claim 7, characterized in that The fourth subset includes a current accelerator pedal parameter, a second threshold, a predicted engine speed corresponding to the first candidate gear, and a third threshold; and determining a third target gear among neutral, the second candidate gear, and the first target gear based on the input shaft state identifier and the fourth subset includes: If the current accelerator pedal parameter is less than or equal to the second threshold, the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, and the input shaft state flag indicates that the second input shaft is in an available state, then the first target gear is determined to be the third target gear; If the current accelerator pedal parameter is greater than the second threshold, or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, or the input shaft state flag indicates that the second input shaft is in an unavailable state, determining a third target gear between neutral and the second candidate gear; The step of determining a third target gear position from the neutral gear and the second candidate gear position includes: If the input shaft state identifier indicates that the first input shaft is in an unavailable state, determining the neutral gear as the third target gear position; If the input shaft state flag indicates that the first input shaft is in an available state, the second candidate gear is determined as the third target gear.

9. The method according to claim 2, characterized in that The operating parameter set includes an input shaft state identifier; and determining the third target gear according to the target sequence, the gear change relationship, and the operating parameter set of the vehicle in the current state includes: When the target order is not the highest order and the gear change relationship is gear maintenance, if the input shaft state identifier indicates that the second input shaft is in an available state, the first target gear is determined as the third target gear; If the input shaft state flag indicates that the second input shaft is in an unavailable state, the neutral gear is determined as the third target gear position.

10. The method according to claim 2, characterized in that The operating parameter set includes a current accelerator pedal parameter, a second threshold, a predicted engine speed corresponding to the first candidate gear, a third threshold, an input shaft state identifier, a fifth subset, and a sixth subset; The determining of the third target gear according to the target sequence, the gear change relationship, and the operating parameter set of the vehicle in the current state includes: When the target gear is the highest gear and the gear change relationship is gear ascending, determining a first candidate gear that is adjacent to the first target gear and smaller than the first target gear in the gear sequence of the first input shaft; If the current accelerator pedal parameter is less than or equal to the second threshold, and the predicted engine speed corresponding to the first candidate gear is greater than the third threshold, determining a third target gear among neutral, the first candidate gear, and the first target gear based on the input shaft state identifier and the fifth subset; If the current accelerator pedal parameter is greater than the second threshold, or the predicted engine speed corresponding to the first candidate gear is less than or equal to the third threshold, then based on the input shaft state identifier and the sixth subset, a third target gear is determined among neutral, the first candidate gear, and the first target gear.

11. The method according to claim 10, characterized in that The fifth subset includes the predicted input shaft speed corresponding to the first candidate gear, the fourth threshold, the predicted input shaft speed corresponding to the first target gear, and the fifth threshold; and determining a third target gear among neutral, the first candidate gear, and the first target gear based on the input shaft state identifier and the fifth subset includes: If the input shaft status flag indicates that the second input shaft is in an unavailable state, and the input shaft status flag indicates that the first input shaft is in an unavailable state, determining neutral as the third target gear position; If the input shaft state flag indicates that the second input shaft is in an unavailable state, the input shaft state flag indicates that the first input shaft is in an available state, and the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, then neutral is determined as the third target gear; If the input shaft state flag indicates that the second input shaft is in an unavailable state, the input shaft state flag indicates that the first input shaft is in an available state, and the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, determining the first candidate gear as the third target gear; If the input shaft state flag indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is greater than the fifth threshold, then neutral is determined as the third target gear; If the input shaft state identifier indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, the first target gear is determined as the third target gear.

12. The method according to claim 10, characterized in that The sixth subset includes the predicted input shaft speed corresponding to the first candidate gear, the fourth threshold, the predicted input shaft speed corresponding to the first target gear, and the fifth threshold; and determining a third target gear among neutral, the first candidate gear, and the first target gear based on the input shaft state identifier and the sixth subset includes: If the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, and the input shaft state flag indicates that the second input shaft is in an unavailable state, then determining neutral as the third target gear; If the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, the input shaft state flag indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is greater than the fifth threshold, then neutral is determined as the third target gear; If the predicted input shaft speed corresponding to the first candidate gear is greater than the fourth threshold, the input shaft state flag indicates that the second input shaft is in an available state, and the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, then the first target gear is determined as the third target gear; If the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, and the input shaft state flag indicates that the first input shaft is in an unavailable state, then determining neutral as the third target gear; If the predicted input shaft speed corresponding to the first candidate gear is less than or equal to the fourth threshold, and the input shaft state identifier indicates that the first input shaft is in an available state, the first candidate gear is determined as the third target gear.

13. The method according to claim 2, characterized in that The operating parameter set includes an input shaft state identifier, a predicted input shaft speed corresponding to the first target gear, and a fifth threshold value; and determining the third target gear based on the target sequence, the gear change relationship, and the operating parameter set of the vehicle in the current state includes: When the target gear is the highest gear and the gear change relationship is gear maintenance, if the predicted input shaft speed corresponding to the first target gear is greater than the fifth threshold, then neutral is determined as the third target gear; If the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, and if the input shaft state flag indicates that the second input shaft is in an unavailable state, determining neutral as the third target gear; If the predicted input shaft speed corresponding to the first target gear is less than or equal to the fifth threshold, and if the input shaft state flag indicates that the second input shaft is in an available state, the first target gear is determined to be a third target gear.

14. The method according to claim 1, wherein After obtaining the first target gear of the dual-clutch transmission unit at the first moment, the method further includes: If the first target gear is the gear corresponding to the first input shaft, obtaining an input shaft state identifier of the vehicle in a current state; If the input shaft state identifier indicates that the first input shaft is in an available state, controlling the gear position of the dual-clutch transmission unit according to the first target gear position; If the input shaft state identifier indicates that the first input shaft is in an unavailable state, the gear position of the dual-clutch transmission unit is controlled according to the neutral gear.

15. A vehicle, characterized in that: include: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 14.

16. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program code, and when the computer program code is executed, the method according to any one of claims 1 to 14 is implemented.

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