Vehicle control method and device, vehicle and readable storage medium

Abstract

The invention provides a vehicle control method and device, a vehicle and a readable storage medium, the method is applied to the technical field of vehicles, and the method comprises the steps that under the condition that the vehicle is in a low-speed direct drive mode, whether the vehicle needs to be switched to an idle speed mode or not is determined; if the idling mode needs to be switched, determining a first descent rate of the target torque; wherein the target torque is torque output by a clutch in the vehicle, and the clutch outputs the target torque based on torque output by an engine in the vehicle; and controlling the target torque to decrease at the first decrease rate until the target torque is decreased to the preset torque. According to the method provided by the invention, the target torque output by the transmission is controlled, so that the engine is always kept at a relatively low torque, the engine can be prevented from being dragged and stopped due to too low rotating speed, and the vehicle can be stably switched to the idling mode from the low-speed direct-drive mode, so that the driving safety of the vehicle is improved.

Description

Technical Field

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

[0002] At present, in order to adapt to different road conditions and driving needs, vehicles are usually equipped with multiple driving modes, including low-speed direct drive mode and idle mode.

[0003] In related technologies, when a vehicle switches from low-speed direct drive mode to idle mode, the mode switch is completed by controlling the engine's output torque to 0. However, during the torque reduction process, the engine speed may drop significantly, causing the engine to stall, resulting in a mode switch failure and affecting vehicle safety. Summary of the Invention

[0004] The present application provides a vehicle control method, device, vehicle and readable storage medium, which can improve the safety of vehicle braking when the vehicle is traveling down a long slope.

[0005] In a first aspect, a vehicle control method is provided, the method comprising:

[0006] When the vehicle is in a low-speed direct drive mode, determining whether the vehicle needs to be switched to an idle mode;

[0007] If switching to idle mode is required, determining a first decreasing rate of a target torque; wherein the target torque is a torque output by a clutch in the vehicle, and the clutch outputs the target torque based on a torque output by an engine in the vehicle;

[0008] The target torque is controlled to decrease at a first decreasing rate until it decreases to a preset torque.

[0009] In an embodiment of the present application, when a vehicle is in a low-speed direct drive mode, it is determined whether the vehicle needs to switch to an idle mode; if it needs to switch to an idle mode, the transmission control unit determines a first decrease rate of the target torque; wherein the target torque is the torque output by the clutch in the vehicle, and the clutch outputs the target torque based on the torque output by the engine in the vehicle; the transmission control unit controls the target torque to decrease at the first decrease rate until it is reduced to a preset torque. Since the target torque output by the clutch is always less than the actual output torque of the engine, when the target torque output by the clutch is controlled to decrease at the first decrease rate, the output torque of the engine is always higher than the target torque output by the clutch. When the target torque is reduced to the preset torque, the engine can have a torque higher than the preset torque. Even if the engine speed drops significantly, the engine speed can be prevented from being dragged to a stop due to excessively low speed, thereby enabling the vehicle to stably switch from the low-speed direct drive mode to the idle mode, thereby improving the driving safety of the vehicle.

[0010] Furthermore, since the transmission control unit can monitor the operating status of the clutch and transmission in real time, compared with the vehicle controller, the transmission control unit can obtain the target torque output by the clutch more quickly and accurately. Therefore, executing the above steps through the transmission control unit can reduce the delay of vehicle mode switching, thereby further improving the user's driving experience.

[0011] In conjunction with the first aspect, in certain possible implementations, controlling the target torque to decrease at a first decreasing rate until it decreases to a preset torque includes:

[0012] When the engine speed is greater than a first preset speed, controlling the target torque to decrease at a first decreasing rate;

[0013] When the engine speed is less than the first preset speed, the target torque is controlled to increase so that the engine speed reaches a second preset speed; wherein the second preset speed is greater than the first preset speed and greater than the minimum speed required in the idle mode.

[0014] In the embodiment of the present application, the transmission control unit controls the target torque based on the comparison between the engine speed and the first preset speed, which can effectively prevent the engine speed from being too low or too high. When the engine speed is greater than the first preset speed, the target torque is reduced at a first reduction rate to ensure that the engine speed does not drop too quickly due to the reduction in torque, thereby avoiding the situation where the idle mode fails to enter. When the engine speed is less than the first preset speed, it indicates that the vehicle engine is currently in a low speed state, which in turn causes the engine speed to be too low, resulting in a mode switching failure. Therefore, the transmission control unit controls the target torque to increase so that the engine speed reaches the second preset speed. Since the second preset speed is higher than the minimum speed required for the idle mode, it can provide a certain buffer for the idle mode, reducing the problem of idle mode failure caused by the engine speed being too low.

[0015] In conjunction with the first aspect, in some possible implementations, the method further includes:

[0016] When the engine speed is greater than a second preset speed, determining a second decrease rate of the target torque; wherein the second decrease rate is greater than the first decrease rate;

[0017] The target torque is controlled to decrease at a second decrease rate.

[0018] In an embodiment of the present application, if the engine speed is greater than the second preset speed, it indicates that the current speed of the vehicle engine is very high. Therefore, the transmission control unit can control the target torque to decrease at a faster second decrease rate without causing the engine speed to be too low, resulting in mode switching failure. This can also shorten the mode switching time and improve the user driving experience.

[0019] In conjunction with the first aspect, in some possible implementations, determining the second decrease rate of the target torque includes:

[0020] Determine the torque variation; the torque variation is the variation when the control target torque increases;

[0021] A second decreasing rate is determined according to the torque variation.

[0022] In this embodiment, the second deceleration rate is related to the torque change, indicating that the torque deceleration rate is adjusted based on changes in the engine's target torque. When the engine speed is high and the torque changes significantly, the higher deceleration rate can quickly reduce the vehicle's torque without immediately reducing the engine speed. This prevents idle mode switching failures caused by excessively low engine speed, thereby providing a smoother driving experience.

[0023] In conjunction with the first aspect, in some possible implementations, controlling the target torque to increase so that the engine speed reaches a second preset speed includes:

[0024] determining a speed deviation between a speed of the engine and a second predetermined speed;

[0025] The target torque is controlled to increase according to the speed deviation so that the speed of the engine reaches a second preset speed.

[0026] In an embodiment of the present application, after determining that the engine speed is less than a first preset speed, the transmission control unit may determine a speed deviation between the engine speed and a second preset speed; and control the target torque to increase based on the speed deviation so that the engine speed reaches the second preset speed. In the present application, when the engine speed is less than the second preset speed, the target torque is increased to rapidly increase the speed. This ensures that the target torque is increased even when the engine speed is low, i.e., when the vehicle is being towed and stopped, thereby preventing idle mode switching failures due to excessively low engine speed.

[0027] In conjunction with the first aspect, in some possible implementations, the first decreasing rate is multiple, and controlling the target torque to decrease at the first decreasing rate until it decreases to a preset torque includes:

[0028] determining a target descent rate that matches the current value of the target torque from a plurality of first descent rates; the target descent rate being positively correlated with the current value of the target torque;

[0029] The target torque is controlled to decrease at a target decrease rate until it decreases to a preset torque.

[0030] In the embodiment of the present application, by selecting a target descent rate that matches the current value of the target torque from multiple first descent rates, when the target torque is larger, the descent rate is correspondingly faster, and vice versa. If the target torque of the vehicle is higher, the idle switching time can be reduced by a faster descent rate; if the target torque of the vehicle is lower, the speed reduction speed of the vehicle can be reduced by a lower descent rate, thereby avoiding the engine speed being too low or being dragged to a stop during the torque reduction process due to excessive torque reduction, thereby improving the driving safety of the vehicle.

[0031] In conjunction with the first aspect, in some possible implementations, the first decreasing rate is multiple, and controlling the target torque to decrease at the first decreasing rate until it decreases to a preset torque includes:

[0032] sorting the plurality of first descent rates in descending order to obtain a sorting result;

[0033] According to the sorting result, the target torque is controlled to decrease at each first decreasing rate in sequence until it decreases to the preset torque.

[0034] In the embodiment of the present application, a higher descent rate is used in the initial stage to quickly approach the target value (0 torque), and subsequent switching to a lower rate for fine-tuning can make the target torque decrease process smoother, which is beneficial to reducing the impact and vibration of the power system during the torque change process, thereby improving the vehicle's stability and comfort during the mode switching process. Fine-tuning at a lower descent rate can avoid the engine speed being too low or being dragged to a stop due to excessive torque drop, thereby improving the vehicle's driving safety.

[0035] In a second aspect, a vehicle control device is provided, the device comprising:

[0036] A first determining module is used to determine whether the vehicle needs to switch to an idle mode when the vehicle is in a low-speed direct drive mode;

[0037] a second determining module configured to determine a first decreasing rate of a target torque if switching to an idle mode is required, wherein the target torque is a torque output by a clutch in the vehicle, the clutch outputting the target torque based on a torque output by an engine in the vehicle;

[0038] The control module is configured to control the target torque to decrease at a first decreasing rate until the target torque decreases to a preset torque.

[0039] In a third aspect, a vehicle is provided, comprising a memory for storing executable program code;

[0040] A processor is used to call and run executable program code from a memory, so that the vehicle executes the method in any possible implementation of the first aspect above.

[0041] In a fourth aspect, an executable program code product is provided, which includes: an executable program code, which, when running on a vehicle, enables the vehicle to execute the method in any possible implementation of the first aspect.

[0042] In a fifth aspect, a readable storage medium is provided, which stores an executable program code. When the executable program code is run on a vehicle, the vehicle executes the method in any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 is a structural schematic diagram of a hybrid vehicle provided in an embodiment of the present application;

[0044] Figure 2 Schematic diagram of the pure electric four-wheel drive mode provided in an embodiment of the present application;

[0045] Figure 3 is a schematic diagram of a direct drive mode provided in an embodiment of the present application;

[0046] Figure 4 is a schematic diagram of the series connection mode provided in an embodiment of the present application;

[0047] Figure 5 Schematic diagram of the idle pure electric four-wheel drive mode provided in an embodiment of the present application;

[0048] Figure 6 This is a schematic diagram of an application scenario of a vehicle control method provided in an embodiment of the present application;

[0049] Figure 7 This is a flowchart of the steps of a vehicle control method provided by an embodiment of the present application;

[0050] Figure 8 This is a flowchart of the steps of a vehicle control method provided by an embodiment of the present application;

[0051] Figure 9 This is a schematic structural diagram of a vehicle control device provided in an embodiment of the present application;

[0052] Figure 10 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0053] 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.

[0054] 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, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0055] At present, in order to adapt to different road conditions and driving needs, vehicles are usually equipped with multiple driving modes, including low-speed direct drive mode and idle mode.

[0056] In the related art, when a vehicle switches from a low-speed direct drive mode to an idle mode, it is necessary to control the engine's output torque to be reduced to 0 to complete the mode switch. During the torque reduction process, the engine speed will also decrease. Since the state of the vehicle during the mode switching process is uncertain, the speed reduction rate and the time of reduction are uncertain, so that the speed may decrease by a large margin or a small margin. Since the state of the vehicle during the mode switching process is uncertain, the speed reduction rate and the time of reduction are uncertain, so that the speed may decrease by a large margin or a small margin. If the speed decreases by a small margin, when the engine torque drops to 0, the engine speed has not yet dropped below the minimum speed (usually around 700 rpm). At this time, the engine speed slows down, and then the clutch is disconnected. The engine controller controls the engine speed to rise to the idle speed of around 1100 rpm, entering the idle mode, and the idle mode switch can be completed smoothly.

[0057] On the contrary, if the speed drops significantly, when the engine torque drops to 0, the engine speed has dropped below the minimum speed, and the engine may be dragged to a stop, resulting in mode switching failure, thereby affecting the vehicle's driving safety.

[0058] To solve the above technical problems, an embodiment of the present application provides a vehicle control method. The method can be applied in a vehicle equipped with a transmission control unit (TCU) and executed by the vehicle's transmission control unit (TCU). Alternatively, the method can be executed by the vehicle's vehicle control unit (VCU).

[0059] It should be noted that the heavy-duty vehicle can be an electric vehicle, a fuel vehicle, or a hybrid vehicle, without limitation.

[0060] In this method, when a vehicle is in a low-speed direct drive mode, it is determined whether the vehicle needs to switch to an idle mode. If the vehicle needs to switch to an idle mode, a transmission control unit determines a first decrease rate of a target torque. The target torque is the torque output by a clutch in the vehicle, and the clutch outputs the target torque based on the torque output by the vehicle's engine. The transmission control unit controls the target torque to decrease at the first decrease rate until it reaches a preset torque. Because the target torque output by the clutch is always less than the actual output torque of the engine, when the target torque output by the clutch is controlled to decrease at the first decrease rate, the output torque of the engine is always higher than the target torque output by the clutch. When the target torque is reduced to the preset torque, the engine has a torque higher than the preset torque. Even if the engine speed drops significantly, the engine speed can be prevented from being dragged to a stop due to excessively low speed. This allows the vehicle to switch stably from the low-speed direct drive mode to the idle mode, thereby improving the vehicle's driving safety.

[0061] See also Figure 1 , Figure 1 This is a schematic diagram of the structure of a hybrid vehicle provided by an embodiment of the present application. Figure 1 As shown, the vehicle 100 includes: front wheels 101, rear wheels 102, a front drive motor 103, a rear drive motor 104, an engine 105, a clutch 106, a front axle transmission 107, a rear axle transmission 108, a front axle differential 109, a rear axle differential 110, and a coupling 111. The front wheels include a left front wheel 1011 and a right front wheel 1012. The rear wheels 102 include a left rear wheel 1021 and a right rear wheel 1022.

[0062] A front-wheel-drive motor 103 is mounted on the front axle and provides drive torque to the front wheels to propel the vehicle. The front-wheel-drive motor 103 is connected to a clutch 106 via a coupling 111. The first end of the clutch 106 is connected to the engine 105, and the second end of the clutch 106 is connected to the first end of a front-axle transmission 107. The second end of the front-axle transmission 107 is connected to a front-axle differential 109, which is mounted between a left front wheel 1011 and a right front wheel 1012.

[0063] A rear-drive motor 104 is provided on the rear axle to provide drive torque to the rear wheels to propel the vehicle. The motor 104 is connected to a first end of a rear-axle transmission 1086 . A second end of the rear-axle transmission 1086 is connected to a rear differential 110 , which is provided between a left rear wheel 1021 and a right rear wheel 1022 .

[0064] Hybrid vehicles using the above-mentioned DHT-2 (Dedicated Hybrid Technology) architecture, DHT-2 is a highly integrated hybrid system that integrates major components such as the engine, front-wheel drive motor, rear-wheel drive motor, dual-motor controller and transmission. Therefore, it can achieve a smaller size, lighter weight and higher transmission efficiency than traditional fuel powertrains.

[0065] Therefore, in order to adapt to different road conditions and driving needs, multiple operating modes are usually set up, including direct drive mode, pure electric four-wheel drive mode and series mode.

[0066] Figure 2 This is a schematic diagram of the pure electric four-wheel drive mode provided by the embodiment of the present application. When the vehicle is running in the pure electric four-wheel drive mode, the engine does not participate in the work, that is, the engine neither drives nor generates electricity. The vehicle's battery is used to power the front and rear drive motors. The front drive motor drives the front wheels of the vehicle, and the rear drive motor drives the rear wheels of the vehicle. Figure 1 When the vehicle is in pure electric four-wheel drive mode, the engine 105 does not output torque, the clutch 106 is in a disconnected state, and the front drive motor 103 and the rear drive motor 104 act on the front wheels and rear wheels of the vehicle to jointly drive the vehicle.

[0067] Figure 3 This is a schematic diagram of the direct drive mode provided by the embodiment of the present application. When the vehicle is traveling in the direct drive mode (also known as the parallel mode), the engine drives the vehicle. Figure 1 In direct drive mode, the clutch 106 is closed, and the engine 105, the front drive motor 103 and the rear drive motor 104 jointly drive the vehicle.

[0068] Furthermore, the direct drive mode also includes a low-speed direct drive mode. When the vehicle is traveling in the low-speed direct drive mode, the engine drives the vehicle. Figure 1 In the low-speed direct drive mode, the clutch 106 is in a slipping state, and the engine 105, the front drive motor 103 and the rear drive motor 104 jointly drive the vehicle.

[0069] Figure 4 This is a schematic diagram of the series mode provided by an embodiment of the present application. When the vehicle is running in the series mode, the engine is in operation and generates electricity for the vehicle. The engine drives the front drive motor to generate electricity, and the electricity generated by the front drive motor can charge the vehicle's battery. The battery supplies power to the rear drive motor, which outputs power, and the rear wheels are driven to drive the vehicle forward. Figure 1When the vehicle is in series mode, the engine 105 is in operation and the clutch 106 is closed. The engine 105 is running to drive the front drive motor 103 to generate electricity. The electricity generated by the front drive motor 103 can charge the vehicle's battery. The battery powers the rear drive motor 104, which outputs drive torque to rotate the rear wheels and drive the vehicle.

[0070] Figure 5 This is a schematic diagram of the idle pure electric four-wheel drive mode provided by the embodiment of the present application. When the vehicle is in the idle pure electric four-wheel drive mode, the engine is in an idle state, the engine neither drives nor generates electricity, and the vehicle's battery is used to power the front and rear drive motors. The front drive motor drives the front wheels of the vehicle, and the rear drive motor drives the rear wheels of the vehicle. Figure 1 In the idling pure electric four-wheel drive mode, the clutch 106 is in a disconnected state, the engine 105 is in an idling state, and the front drive motor 103 and the rear drive motor 104 jointly drive the vehicle.

[0071] See also Figure 6 , Figure 6 This is a schematic diagram of an application scenario of a vehicle control method provided in an embodiment of the present application. The scenario may include: a transmission control unit 601, a clutch 602 and an engine 603; exemplarily, the transmission control unit 601 is used to obtain the target torque output by the clutch 602 in the vehicle; and determine a first decrease rate of the target torque; according to the first decrease rate, the engine 603 is controlled to reduce the torque at the first decrease rate until it is reduced to 0.

[0072] In another example, the transmission control unit 601 is used to obtain the target torque output by the clutch 602 in the vehicle; and determine a first reduction rate of the target torque; and send the first reduction rate to the vehicle controller, which controls the engine 603 to reduce the torque at the first reduction rate according to the first reduction rate until it is reduced to 0.

[0073] See also Figure 7 , Figure 7 This is a flow chart of the steps of a vehicle control method provided by an embodiment of the present application. The execution subject of the method may be a transmission control unit in a vehicle, such as Figure 7 As shown, the method may include the following steps.

[0074] Step 701: When the vehicle is in a low-speed direct drive mode, determine whether the vehicle needs to switch to an idle mode.

[0075] The vehicle is a hybrid vehicle, and the schematic diagram of the hybrid vehicle structure can be as shown above. Figure 1As shown. Low-speed direct drive mode is a type of direct drive mode. In low-speed direct drive mode, the clutch is in a slipping state, and the engine, front drive motor, and rear drive motor jointly drive the vehicle.

[0076] Idle mode is an operating mode of the vehicle's power system engine, which means that when the vehicle does not need power output, the engine maintains the lowest speed (i.e., idle speed, usually 600-1000 rpm), and the clutch is in the disengaged state, and the transmission is disconnected from the engine. For example, the idle mode can be seen in Figure 5 , the engine is in idle state, the engine is decoupled from the wheels, the engine does not output torque to the wheels, and only the front drive motor and the rear drive motor output torque to drive the vehicle.

[0077] When the vehicle is currently in low-speed direct drive mode, there is a possibility of switching to other driving modes. In this embodiment, the problem of switching from low-speed direct drive mode to idle mode is mainly considered. Therefore, the transmission control unit will determine whether the vehicle needs to switch to idle mode when the vehicle is currently in low-speed direct drive mode.

[0078] In this embodiment, the transmission control unit determines that the vehicle is currently in low-speed direct drive mode when the clutch is in a slipping state, the engine, front-drive motor, and rear-drive motor are jointly driving the vehicle, and the vehicle's speed is less than a first speed threshold. Thereafter, while the vehicle is traveling in low-speed direct drive mode, the transmission control unit can obtain vehicle driving state information and, based on the driving state information, determine whether the vehicle needs to switch to idle mode.

[0079] Exemplarily, the driving status information may include but is not limited to the vehicle's drive pedal opening and the vehicle's driving speed; when the vehicle is in low-speed direct drive mode, the transmission control unit determines that the vehicle's drive pedal opening is less than a preset opening and the vehicle's driving speed is less than a second speed threshold, and determines that the vehicle needs to switch to idle mode, wherein the first speed threshold is greater than the second speed threshold.

[0080] For example, while the vehicle is driving, the transmission control unit determines that the vehicle's current speed is 20 kilometers per hour, which is less than the first speed threshold of 25 kilometers per hour. The transmission control unit then determines that the vehicle is in low-speed direct drive mode. Furthermore, the transmission control unit continuously monitors the vehicle's speed and the degree of opening of the traction pedal. After 300 seconds, the transmission control unit determines that the vehicle's speed is 10 kilometers per hour, which is less than the second speed threshold of 13 kilometers per hour. Furthermore, the degree of opening of the traction pedal is 2 degrees, which is less than the preset degree of opening of 8 degrees. The transmission control unit then determines that the vehicle needs to switch to idle mode.

[0081] As another example, when the vehicle is in low-speed direct drive mode, if the transmission control unit determines that the vehicle's drive pedal opening is less than a preset opening and the vehicle's driving speed is less than a second speed threshold, the vehicle's battery charge is further determined. If the battery charge is greater than the preset charge, it is determined that the vehicle needs to switch to idle mode.

[0082] Step 702 : If it is necessary to switch to the idle mode, determine a first decreasing rate of the target torque; wherein the target torque is the torque output by the clutch in the vehicle, and the clutch outputs the target torque based on the torque output by the engine in the vehicle.

[0083] Step 703 : Control the target torque to decrease at a first decreasing rate until it decreases to a preset torque.

[0084] The first decrease rate refers to the magnitude of the decrease in target torque per unit time. For example, if the first decrease rate is 10 Newton meters per second (Nm / s), it means that the target torque decreases by 10 Newton meters per second. In this embodiment, the first decrease rate is positively correlated with the target torque and the engine speed.

[0085] See above Figure 1 The actual torque output by the engine is transmitted to the transmission through the clutch. Losses or errors may occur during the transmission process, causing the target torque output by the clutch to be less than the actual torque output by the engine.

[0086] The target torque of the engine refers to the torque that can be transmitted to the transmission through the clutch and then acted on the wheels. In addition to the target torque, the output torque of the engine also contains another part of the torque that cannot be transmitted through the clutch. Therefore, this part of the torque can be used to increase the engine speed.

[0087] It should be noted that the preset torque can be 0 Nm or close to 0 Nm, and there is no limitation on this.

[0088] In one embodiment, when the vehicle is in low-speed direct drive mode, if the transmission control unit determines that the vehicle needs to switch to idle mode, it obtains engine parameter information of the vehicle and determines a first reduction rate of the target torque based on the parameter information. Furthermore, the transmission control unit may control the target torque to decrease at the first reduction rate until it reaches a preset torque.

[0089] Further, after determining that the target torque is reduced to a preset torque, the clutch is controlled to be disconnected, and the vehicle is switched from the low-speed direct drive mode to the idle mode.

[0090] For example, the vehicle is traveling in low-speed direct drive at a speed of 20 km / h. The transmission control unit detects that the brake pedal is depressed and the speed becomes 13 km / h, and determines that the vehicle needs to switch to idle mode. The transmission control unit obtains the current engine speed of 2000 rpm through the sensor. Based on the preset mapping relationship table between the engine speed and the first decrease rate, the transmission control unit determines that the first decrease rate of the target torque is 5 Nm / s. If the current target torque is 100 Nm, then at a rate of 5 Nm / s, the target torque will decrease by 5 Nm / s in the first second, becoming 95 Nm; it will decrease by 5 Nm / s in the second second, becoming 90 Nm, and so on. The target torque will be reduced to 0 within 20 seconds. After determining that the target torque is reduced to 0 Nm (preset torque), the clutch is controlled to disconnect, and the vehicle switches from low-speed direct drive mode to idle mode.

[0091] In another embodiment, when the vehicle is in low-speed direct drive mode, if the transmission control unit determines that the vehicle needs to switch to idle mode, it obtains engine parameter information and determines a first reduction rate for the target torque based on the parameter information. Furthermore, the transmission control unit may transmit the first reduction rate and the target torque to a vehicle controller, which then controls the target torque to decrease at the first reduction rate until it reaches a preset torque.

[0092] In an embodiment of the present application, when the vehicle is in a low-speed direct drive mode, it is determined whether the vehicle needs to switch to an idle mode; if it needs to switch to an idle mode, a first decrease rate of the target torque is determined; wherein the target torque is the torque output by the clutch in the vehicle, and the clutch outputs the target torque based on the torque output by the engine in the vehicle; the target torque is controlled to decrease at the first decrease rate until it is reduced to a preset torque. Since the target torque output by the clutch is always less than the actual output torque of the engine, when the target torque output by the clutch is controlled to decrease at the first decrease rate, the output torque of the engine is always higher than the target torque output by the clutch. When the target torque is reduced to the preset torque, the engine can have a torque higher than the preset torque. Even if the engine speed drops significantly, the engine speed can be prevented from being dragged to a stop due to excessively low speed, thereby enabling the vehicle to stably switch from the low-speed direct drive mode to the idle mode, thereby improving the driving safety of the vehicle.

[0093] Furthermore, since the transmission control unit can monitor the operating status of the clutch and transmission in real time, compared with the vehicle controller, the transmission control unit can obtain the target torque output by the clutch more quickly and accurately. Therefore, executing the above steps through the transmission control unit can reduce the delay of vehicle mode switching, thereby further improving the user's driving experience.

[0094] Optionally, controlling the target torque to decrease at a first decreasing rate until it decreases to a preset torque includes:

[0095] When the engine speed is greater than a first preset speed, controlling the target torque to decrease at a first decreasing rate;

[0096] When the engine speed is less than the first preset speed, the target torque is controlled to increase so that the engine speed reaches a second preset speed; wherein the second preset speed is greater than the first preset speed and greater than the minimum speed required in the idle mode.

[0097] The engine speed refers to the actual speed of the vehicle engine, that is, the number of revolutions per minute of the vehicle engine crankshaft.

[0098] In one embodiment, the transmission control unit may obtain the actual engine speed in real time and determine a first preset speed when determining the first decrease rate of the target torque and controlling the target torque to decrease at the first decrease rate. The actual engine speed is then compared with the first speed. If the engine speed is greater than the first preset speed, it indicates that the vehicle engine speed is currently high, and the target torque can be smoothly reduced without causing the engine speed to be too low, resulting in a mode switch failure. Therefore, the target torque is controlled to decrease at the first decrease rate until it reaches the preset torque.

[0099] For example, assuming the preset torque is 0 Nm, the transmission control unit determines the target torque is 100 Nm and the first target torque reduction rate is 5 Nm / s. It then uses the speed sensor to obtain an actual engine speed of 1000 rpm and determines the first preset speed to be 700 rpm. The transmission control unit then determines that the engine speed is greater than the first preset speed. Therefore, within the first second, the target torque is reduced to 95 Nm; within the second second, the target torque is reduced to 90 Nm; and so on, until the target torque is reduced to 0.

[0100] In another embodiment, the transmission control unit, while determining the first rate of decrease of the target torque and controlling the target torque to decrease at the first rate, can obtain the actual engine speed in real time, determine a first preset speed, and compare the actual engine speed with the first speed. If the engine speed is less than the first preset speed, it indicates that the vehicle engine is currently in a low speed state. If the torque is further reduced, the engine speed may drop further, which may cause the engine speed to be too low and lead to a mode switch failure. Therefore, the transmission control unit controls the target torque to increase so that the engine speed reaches a second preset speed. The second preset speed is greater than the first preset speed and greater than the minimum speed required in idle mode.

[0101] It should be noted that the second preset speed, the first preset speed and the minimum speed required in idle mode can be obtained by R&D personnel based on experimental data; for example, the first preset speed can be 700 rpm, the second preset speed can be 1500 rpm, and the minimum speed required in idle mode can be 1100 rpm; there is no limitation on this.

[0102] For example, after the target torque is controlled to decrease to 100 Nm at a first decrease rate of 5 Nm / s, the actual engine speed obtained by the speed sensor is 300 rpm, and the first preset speed is determined to be 700 rpm. The transmission control unit then determines that the engine speed is less than the first preset speed. Therefore, the transmission control unit controls the target torque to increase by 600 Nm directly to bring the engine speed to a second preset speed of 1500 rpm. The second preset speed of 1500 rpm is greater than the first preset speed of 700 rpm and greater than the minimum speed of 1100 rpm required in idle mode.

[0103] It should be noted that the control target torque increase may be increased according to a preset rising rate or according to a preset torque value, and there is no limitation on this.

[0104] In the embodiment of the present application, the transmission control unit controls the target torque based on the comparison between the engine speed and the first preset speed, which can effectively prevent the engine speed from being too low or too high. When the engine speed is greater than the first preset speed, the target torque is reduced at a first reduction rate to ensure that the engine speed does not drop too quickly due to the reduction in torque, thereby avoiding the situation where the idle mode fails to enter. When the engine speed is less than the first preset speed, it indicates that the vehicle engine is currently in a low speed state, which in turn causes the engine speed to be too low, resulting in a mode switching failure. Therefore, the transmission control unit controls the target torque to increase so that the engine speed reaches the second preset speed. Since the second preset speed is higher than the minimum speed required for the idle mode, it can provide a certain buffer for the idle mode, reducing the problem of idle mode failure caused by the engine speed being too low.

[0105] Optionally, controlling the target torque to decrease at a first decreasing rate until it decreases to a preset torque includes:

[0106] When the engine speed is greater than a second preset speed, determining a second decrease rate of the target torque; wherein the second decrease rate is greater than the first decrease rate;

[0107] The target torque is controlled to decrease at a second decrease rate.

[0108] Among them, the second descent rate refers to the descent rate determined when the engine speed is greater than the second preset speed. For example, the second descent rate may be related to the engine speed, the target torque value, etc. The second descent rate is positively correlated with the engine speed, that is, the higher the engine speed, the greater the second descent rate; for example, when the engine speed is 4000 rpm, the second descent rate may be 15Nm / s; and when the engine speed is 2000 rpm, the second descent rate may be 8Nm / s.

[0109] The second descent rate is positively correlated with the target torque value, i.e., the higher the target torque value, the greater the second descent rate. For example, when the target torque is 100 Nm, the second descent rate is 12 Nm / s; when the target torque is 50 Nm, the second descent rate is 6 Nm / s.

[0110] In one embodiment, the transmission control unit can obtain the actual engine speed in real time and determine the second preset speed in the process of determining the first decrease rate of the target torque and controlling the target torque to decrease at the first decrease rate, and compare the actual engine speed with the second speed. If the engine speed is greater than the second preset speed, it indicates that the current speed of the vehicle engine is very high. Therefore, the transmission control unit can control the target torque to decrease at a faster second decrease rate without causing the engine speed to be too low, resulting in mode switching failure, thereby shortening the mode switching time.

[0111] For example, assuming the preset torque is 0 Nm, the transmission control unit can obtain the actual engine speed in real time while determining the first target torque reduction rate and controlling the target torque to reduce at the first rate. For example, when the target torque drops to 800 Nm, the actual engine speed is 1550 rpm. Therefore, the engine speed is determined to be greater than the second preset speed of 1500 rpm. Therefore, the second reduction rate can be determined to be 50 Nm / s. In other words, within the first second, the target torque is controlled to drop to 750 Nm; within the second second, it is controlled to drop to 700 Nm; and so on, until the target torque is reduced to 0.

[0112] In another embodiment, when the engine speed is less than the first preset speed, the transmission control unit controls the target torque to increase so that after the engine speed reaches the second preset speed, the actual engine speed can be obtained in real time, and the actual engine speed is compared with the second speed. If the engine speed is greater than the second preset speed, it indicates that the current speed of the vehicle engine is very high. Therefore, the transmission control unit can control the target torque to decrease at a faster second descent rate without causing the engine speed to be too low to cause the mode switching to fail, thereby shortening the mode switching time.

[0113] In an embodiment of the present application, the transmission control unit can obtain the actual engine speed in real time while controlling the target torque to decrease at a first rate. If the engine speed is greater than a second preset speed, the transmission control unit can determine a second rate of decrease for the target torque; wherein the second rate of decrease is greater than the first rate of decrease; and the target torque is controlled to decrease at the second rate of decrease. In the present application, if the engine speed is greater than the second preset speed, it indicates that the vehicle's engine speed is currently very high. Therefore, the transmission control unit can control the target torque to decrease at the faster second rate of decrease without causing the engine speed to be too low, resulting in a mode switch failure. This can also shorten the mode switch time and improve the user's driving experience.

[0114] Optionally, determining a second decrease rate of the target torque includes:

[0115] Determine the torque variation; the torque variation is the variation when the control target torque increases;

[0116] A second decreasing rate is determined according to the torque variation.

[0117] The torque variation refers to the variation that increases when the target torque is controlled to increase when the engine speed is less than the first preset speed.

[0118] In one embodiment, during a first cycle, the transmission control unit controls the target torque to increase so that the engine speed reaches a second predetermined speed. Simultaneously, during a second cycle, the transmission control unit determines that the engine speed is greater than the second predetermined speed. Subsequently, during the second cycle, the transmission control unit determines the torque change as the torque value increased during the first cycle. Furthermore, the second reduction rate is determined based on a mapping function relationship between the torque change and the second reduction rate, where the torque change and the second reduction rate are positively correlated.

[0119] For example, during the first cycle, the transmission control unit increases the target torque by 800 Nm to bring the engine speed to a second preset speed of 1500 rpm. Simultaneously, during the second cycle, the transmission control unit determines the actual engine speed to be 1550 rpm, which is greater than the second preset speed. Subsequently, during the second cycle, the transmission control unit determines the torque change to be the 800 Nm increase in torque during the first cycle. Furthermore, the torque change of 800 Nm can be input into a mapping function between the torque change and the second decrease rate, determining the second decrease rate to be 50 Nm / s. The transmission control unit then controls the target torque to decrease at the second decrease rate.

[0120] In another embodiment, during a first cycle, the transmission control unit controls the target torque to increase so that the engine speed reaches a second predetermined speed. Simultaneously, during a second cycle, the transmission control unit determines that the engine speed is greater than the second predetermined speed. Subsequently, during the second cycle, the transmission control unit determines the torque change as the torque value increased during the first cycle. Furthermore, the torque change is directly used as the torque drop, i.e., the target torque is controlled to decrease by the torque drop.

[0121] For example, during the first cycle, the transmission control unit increases the target torque by 800 Nm to bring the engine speed to a second predetermined speed of 1500 rpm. Simultaneously, during the second cycle, the transmission control unit determines the actual engine speed to be 1550 rpm, which is greater than the second predetermined speed. Subsequently, during the second cycle, the transmission control unit determines the torque change to be the 800 Nm increase in the first cycle. Furthermore, the transmission control unit decreases the target torque by 800 Nm.

[0122] In an embodiment of the present application, the transmission control unit controls the target torque to increase so that the engine speed reaches a second preset speed. After determining that the engine speed is greater than the second preset speed within a second period, the torque change can be determined. The torque change is the change when the target torque is controlled to increase. A second decrease rate is determined based on the torque change. The torque change and the second decrease rate are positively correlated. The second decrease rate is related to the torque change, indicating that the torque decrease rate is adjusted based on changes in the engine's target torque. When the engine speed is high and the torque change is large, the higher decrease rate can quickly reduce the vehicle torque without immediately reducing the engine speed, thereby avoiding the failure of the idle mode switch due to the engine speed being too low, thereby providing a smoother driving experience.

[0123] Optionally, controlling the target torque to increase so that the engine speed reaches a second preset speed includes:

[0124] determining a speed deviation between a speed of the engine and a second predetermined speed;

[0125] The target torque is controlled to increase according to the speed deviation so that the speed of the engine reaches a second preset speed.

[0126] The speed deviation is used to determine the direction and magnitude of target torque adjustment. Since this embodiment performs the steps when the engine speed is less than the first preset speed, the engine speed being less than the second preset speed indicates that the actual engine speed is lower than the second preset speed, and an increase in the target torque is required to increase the engine speed.

[0127] In this embodiment, after determining that the engine speed is less than the first preset speed, the transmission control unit can obtain the engine speed and the second preset speed, and calculate the speed deviation between the engine speed and the second preset speed; and input the speed deviation into a pre-designed proportional-integral controller (Proportional-Integral Controller, PI controller) to obtain the torque increase output by the PI controller, and control the target torque to increase the torque increase according to the speed deviation so that the engine speed reaches the second preset speed.

[0128] For example, while the vehicle is driving, the transmission control unit detects an engine speed of 1200 rpm, while the first preset speed is 1500 rpm. The control unit determines that the engine speed is less than the first preset speed. It then obtains the current engine speed of 1200 rpm and the second preset speed of 1800 rpm, calculating a speed deviation of 600 rpm. This speed deviation is input into the proportional-integral controller. If the proportional coefficient Kp is set to 0.6 and the integral coefficient Ki is set to 0.4, the PI controller calculates a torque change of 300 Nm. Based on this speed deviation, the target torque is then increased by 300 Nm, gradually increasing the engine speed to approach the second preset speed of 1800 rpm.

[0129] As another example, the torque increase in the target torque can be controlled by adjusting the proportional coefficient Kp and integral coefficient Ki in the PI controller. The magnitude of the torque increase is positively correlated with the magnitude of the proportional coefficient. While the vehicle is driving, it is determined that the engine speed is less than a first preset speed. The current engine speed of 1200 rpm and the second preset speed of 1800 rpm are then obtained, and a speed deviation of 600 rpm is calculated. This speed deviation is input into the proportional-integral controller. If the proportional coefficient Kp is set to 0.8 and the integral coefficient Ki is set to 0.2, the PI controller calculates a torque change of 600 Nm. Based on this speed deviation, the target torque is then controlled to increase by 600 Nm, thereby directly increasing the engine speed to the second preset speed of 1800 rpm.

[0130] In an embodiment of the present application, after determining that the engine speed is less than a first preset speed, the transmission control unit may determine a speed deviation between the engine speed and a second preset speed; and control the target torque to increase based on the speed deviation so that the engine speed reaches the second preset speed. In the present application, when the engine speed is less than the second preset speed, the target torque is increased to rapidly increase the speed. This ensures that the target torque is increased even when the engine speed is low, i.e., when the vehicle is being towed and stopped, thereby preventing idle mode switching failures due to excessively low engine speed.

[0131] Optionally, the first decreasing rate is multiple, and controlling the target torque to decrease at the first decreasing rate until it decreases to a preset torque includes:

[0132] determining a target descent rate that matches the current value of the target torque from a plurality of first descent rates; the target descent rate being positively correlated with the current value of the target torque;

[0133] The target torque is controlled to decrease at a target decrease rate until it decreases to a preset torque.

[0134] In one embodiment, during the vehicle development phase, developers can configure multiple torque ranges for the vehicle, each corresponding to a different torque reduction rate. After determining that the vehicle needs to switch to idle mode, the transmission control unit can determine a target torque reduction rate corresponding to the target torque range from the multiple torque ranges and control the target torque to decrease at the target reduction rate until it reaches the preset torque.

[0135] For example, developers can pre-configure a first torque range of less than or equal to 400 Nm, a second torque range of greater than 400 Nm and less than or equal to 800 Nm, and a third torque range of greater than 800 Nm. Developers can also configure a different first descent rate for each torque range: the target descent rate for the first torque range is 5 Nm / s; the target descent rate for the second torque range is 10 Nm / s; and the target descent rate for the third torque range is 15 Nm / s.

[0136] For example, assuming the preset torque is 0 Nm, after the transmission control unit determines that the vehicle needs to switch to idle mode, it determines the current target torque value to be 300 Nm. Based on the current value of the vehicle's target torque, the torque range in which the current target torque value falls is determined to be the first torque range. Furthermore, the transmission control unit determines a first decrease rate corresponding to the first torque range to be 5 Nm / s. Thereafter, the target torque is controlled to decrease at the target decrease rate of 5 Nm / s until it reaches 0.

[0137] In another embodiment, developers can pre-determine through experimentation a functional relationship between the current value of the target torque and the target descent rate, wherein the functional relationship shows a positive correlation between the current value of the target torque and the target descent rate. Each time the transmission control unit obtains the current value of the target torque, it substitutes the current value of the target torque into the corresponding functional relationship to determine the target descent rate corresponding to the current value of the target torque. The transmission control unit then controls the target torque to decrease at the target descent rate until it reaches a preset torque.

[0138] In an embodiment of the present application, a target descent rate that matches the current value of the target torque is determined from a plurality of first descent rates; the target descent rate is positively correlated with the current value of the target torque; and the target torque is controlled to decrease at the target descent rate until it decreases to a preset torque. By selecting a target descent rate that matches the current value of the target torque from the plurality of first descent rates, when the target torque is large, the descent rate is correspondingly faster, and vice versa. If the target torque of the vehicle is high, the faster descent rate can be used to reduce the idle shift time; if the target torque of the vehicle is low, the slower descent rate can be used to reduce the speed of the vehicle's speed reduction, thereby avoiding excessively low engine speed or stalling during the torque reduction process due to excessively rapid torque reduction, thereby improving vehicle driving safety.

[0139] Optionally, the first decreasing rate is multiple, and controlling the target torque to decrease at the first decreasing rate until it decreases to a preset torque includes:

[0140] sorting the plurality of first descent rates in descending order to obtain a sorting result;

[0141] According to the sorting result, the target torque is controlled to decrease at each first decreasing rate in sequence until it decreases to the preset torque.

[0142] In one embodiment, after determining that the vehicle needs to switch to idle mode, the transmission control unit can obtain multiple first descent rates and sort the multiple first descent rates in order from large to small to obtain a sorting result; according to the sorting result, the target torque is controlled to decrease once or a preset number of times at each first descent rate until it is reduced to a preset torque.

[0143] For example, assuming the preset torque is 0 Nm, when the transmission control unit determines that the vehicle needs to switch from low-speed direct drive mode to idle mode, it will first obtain multiple preset first reduction rates, such as [8 Nm / s, 10 Nm / s, 6 Nm / s, 4 Nm / s, 2 Nm / s]. Then, the transmission control unit will sort these rates in descending order, and the resulting sorting result is [10 Nm / s, 8 Nm / s, 6 Nm / s, 4 Nm / s, 2 Nm / s]. Then, based on this sorting result, the transmission control unit will control the target torque (i.e., the torque currently output by the transmission) to decrease at each first reduction rate. For example, the target torque is first reduced from an initial value (such as 100 Nm) at a rate of 10 Nm / s to 90 Nm, and then continues to decrease at the next rate of 8 Nm / s to 82 Nm, and so on, until the target torque is finally reduced to 0.

[0144] In another embodiment, after determining that the vehicle needs to switch to idle mode, the transmission control unit can obtain multiple first descent rates and sort the multiple first descent rates in order from large to small to obtain a sorting result; according to the sorting result, the target torque is controlled in turn to decrease for a preset time at each first descent rate until it is reduced to a preset torque.

[0145] For example, assuming the preset torque is 0Nm, when the transmission control unit determines that the vehicle needs to switch from low-speed direct drive mode to idle mode, it will first obtain multiple preset first reduction rates, such as [8Nm / s, 10Nm / s, 6Nm / s, 4Nm / s, 2Nm / s]. Then, the transmission control unit will sort these rates in descending order, and the resulting sorting result is [10Nm / s, 8Nm / s, 6Nm / s, 4Nm / s, 2Nm / s]. Then, based on this sorting result, the transmission control unit will sequentially control the target torque (i.e., the torque currently output by the transmission) to decrease by 5s at each first reduction rate. For example, the target torque is first reduced from an initial value (such as 100Nm) at a rate of 10Nm / s for 5s, then reduced to 50Nm, then continued to decrease at the next rate of 8Nm / s for 5s, and then reduced to 10Nm, and so on, until the target torque is finally reduced to 0.

[0146] In this embodiment of the present application, the transmission control unit ranks the plurality of first reduction rates in descending order to obtain a ranking result. Based on the ranking result, the target torque is sequentially controlled to decrease at each of the first reduction rates until it reaches a preset torque. Initially, a higher reduction rate is used to quickly approach the target value (0 torque). Subsequent fine-tuning at a lower rate allows for a smoother decrease in target torque, reducing shock and vibration in the powertrain during torque changes, thereby improving vehicle stability and comfort during mode switching. Fine-tuning at a lower reduction rate prevents the engine from underspeeding or stalling due to excessively rapid torque reduction, thereby improving vehicle safety.

[0147] Optionally, after the vehicle switches from the low-speed direct drive mode to the idle mode, the method further includes:

[0148] Monitor the vehicle's battery charge and the road conditions the vehicle is on;

[0149] If the battery power is lower than the first power threshold and / or the road condition is an uphill road, the driving torque of the engine is controlled to increase so that the vehicle switches from the idle mode to the low-speed direct drive mode.

[0150] In the embodiment of the present application, after the vehicle switches from low-speed direct drive mode to idle mode, the vehicle battery power and road conditions are monitored in real time. If the battery power is low or the road slope is large, the engine drive torque is controlled to increase and the clutch is put into a slipping state to switch from idle mode back to low-speed direct drive mode. The mode can be adjusted in a timely manner according to the actual state of the vehicle to ensure that the vehicle can maintain good power performance and driving safety under different road conditions and adapt to various complex driving scenarios.

[0151] Optionally, after the vehicle switches from the low-speed direct drive mode to the idle mode, the method further includes:

[0152] determining whether the battery charge of the vehicle is greater than a second charge threshold;

[0153] When the battery power is greater than the second power threshold, the motor of the vehicle is controlled to output driving torque to drive the vehicle.

[0154] In this embodiment, after the vehicle switches from low-speed direct drive mode to idle mode, the vehicle battery level is further checked to see if it exceeds a second level threshold. If so, the motor is controlled to output drive torque to propel the vehicle. This fully utilizes the battery level, allowing the motor to drive the vehicle when appropriate, improving energy efficiency and further enhancing the vehicle's dynamic performance and maneuverability.

[0155] Optionally, when the battery power level is greater than a second power threshold, controlling the motor of the vehicle to output a driving torque to drive the vehicle includes:

[0156] When the battery power level is greater than a second power threshold, determining an opening degree of a driving pedal of the vehicle;

[0157] When the opening degree of the driving pedal is less than a preset opening degree threshold, the motor of the vehicle is controlled to output driving torque to drive the vehicle.

[0158] In the embodiment of the present application, when the accelerator pedal opening is small, it means that the driver's demand for driving the vehicle is relatively small. At this time, using the motor to drive can not only meet the power required for the vehicle to travel slowly or maintain an idle state, but also avoid frequent starting and stopping of the engine, reduce engine wear and energy consumption, and at the same time reduce vehicle noise and vibration, thereby improving driving comfort.

[0159] See also Figure 8 , Figure 8 This is a flow chart of the steps of a vehicle control method provided by an embodiment of the present application. Figure 8 As shown, the method may include the following steps.

[0160] Step 801: Control the vehicle to travel in a low-speed direct drive mode.

[0161] Step 802 , determining whether the vehicle needs to switch to idle mode, if so, executing step 803 ; otherwise, executing step 801 .

[0162] Step 803: Determine a first decreasing rate of the target torque.

[0163] The target torque is the torque output by a clutch in the vehicle, and the clutch outputs the target torque based on the torque output by an engine in the vehicle.

[0164] Step 804 , determining whether the engine speed is greater than a first preset speed, if so, executing step 807 ; otherwise, executing step 805 .

[0165] Step 805: Determine a speed deviation between the engine speed and a second preset speed.

[0166] Step 806 : Control the target torque to increase according to the speed deviation so that the speed of the engine reaches a second preset speed.

[0167] The second preset speed is greater than the first preset speed and greater than the minimum speed required in the idle mode.

[0168] Step 807 , determining whether the engine speed is greater than a second preset speed, if so, executing step 808 ; otherwise, executing step 811 .

[0169] Step 808: Determine the torque change.

[0170] The torque variation is the variation when the control target torque increases.

[0171] Step 809: Determine a second descent rate according to the torque change.

[0172] The second decreasing rate is greater than the first decreasing rate.

[0173] Step 810 : Control the target torque to decrease at a second decreasing rate.

[0174] Step 811 : Control the target torque to decrease at a first decreasing rate.

[0175] The vehicle control device provided in this embodiment can execute the above method embodiment. Its implementation principles and technical effects are similar and will not be repeated here.

[0176] See also Figure 9 , Figure 9 This is a structural diagram of a vehicle control device provided in an embodiment of the present application. The vehicle control device can be set in a transmission control unit and can include: a first determination module 901, a second determination module 902 and a control module 903.

[0177] The first determining module 901 is configured to determine whether the vehicle needs to switch to an idle mode when the vehicle is in a low-speed direct drive mode;

[0178] A second determination module 902 is configured to determine a first rate of decrease of a target torque if a switch to idle mode is required; wherein the target torque is a torque output by a clutch in the vehicle, the clutch outputting the target torque based on a torque output by an engine in the vehicle;

[0179] The control module 903 is configured to control the target torque to decrease at a first decreasing rate until it decreases to a preset torque.

[0180] Optionally, the control module 903 is specifically used to: when the engine speed is greater than a first preset speed, control the target torque to decrease at a first decrease rate; when the engine speed is less than the first preset speed, control the target torque to increase so that the engine speed reaches a second preset speed; wherein the second preset speed is greater than the first preset speed and greater than the minimum speed required in idle mode.

[0181] Optionally, the apparatus further comprises: a third determining module and a first control module; wherein the third determining module is configured to determine a second decreasing rate of the target torque when the engine speed is greater than a second preset speed; wherein the second decreasing rate is greater than the first decreasing rate;

[0182] The first control module is configured to control the target torque to decrease at a second decreasing rate.

[0183] Optionally, the third determination module is specifically configured to: determine a torque variation; the torque variation is a variation when the control target torque increases; and determine the second decrease rate according to the torque variation.

[0184] Optionally, the control module 903 is specifically configured to: determine a speed deviation between the engine speed and a second preset speed; and control the target torque to increase according to the speed deviation so that the engine speed reaches the second preset speed.

[0185] Optionally, the control module 903 is specifically used to: determine a target descent rate that matches the current value of the target torque from multiple first descent rates; the target descent rate is positively correlated with the current value of the target torque; and control the target torque to decrease at the target descent rate until it is reduced to a preset torque.

[0186] Optionally, the control module 903 is specifically configured to: sort the multiple first descent rates in descending order to obtain a sorting result; and according to the sorting result, sequentially control the target torque to decrease at each first descent rate until it decreases to a preset torque.

[0187] See also Figure 10 , Figure 10 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0188] For example, Figure 10 As shown, the vehicle 10 includes: a memory 11 and a processor 12, wherein the memory 11 stores an executable program code 110, and the processor 12 is used to call and execute the executable program code 110 to perform a vehicle control method.

[0189] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided by an embodiment of the present application.

[0190] In this embodiment, the device can be divided into functional modules based on the above-described method examples. For example, each functional module can be mapped to a specific functional module, or two or more functions can be integrated into a single processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division. In actual implementation, other division methods may be used.

[0191] In the case of dividing each functional module into corresponding functional modules, the device may further include a verification module, a processing module, a sending module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module and will not be repeated here.

[0192] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0193] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is used in a vehicle, the processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of relevant program codes.

[0194] The processing module may be a processor or controller that implements or executes the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0195] In addition, the device provided in the embodiments of the present application can specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiment.

[0196] This embodiment also provides a readable storage medium, which stores executable program code. When the executable 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 embodiment.

[0197] This embodiment also provides an executable program code product. When the executable program code product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle control method provided by the above embodiment.

[0198] Among them, the device, readable storage medium, executable program code product or chip provided in this embodiment are all 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.

[0199] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0200] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0201] 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 method comprises: When the vehicle is in a low-speed direct drive mode, determining whether the vehicle needs to be switched to an idle mode; If switching to the idle mode is required, determining a first decreasing rate of a target torque; wherein the target torque is a torque output by a clutch in the vehicle, the clutch outputting the target torque based on a torque output by an engine in the vehicle; The target torque is controlled to decrease at the first decreasing rate until it decreases to a preset torque.

2. The method according to claim 1, characterized in that The controlling the target torque to decrease at the first decreasing rate until it decreases to a preset torque includes: When the speed of the engine is greater than a first preset speed, controlling the target torque to decrease at the first decreasing rate; When the engine speed is less than the first preset speed, the target torque is controlled to increase so that the engine speed reaches a second preset speed; wherein the second preset speed is greater than the first preset speed and greater than the minimum speed required in the idle mode.

3. The method according to claim 2, characterized in that The method further comprises: When the engine speed is greater than the second preset speed, determining a second decrease rate of the target torque; wherein the second decrease rate is greater than the first decrease rate; The target torque is controlled to decrease at the second decrease rate.

4. The method according to claim 3, characterized in that The determining of the second decreasing rate of the target torque includes: Determining a torque variation; the torque variation is a variation when controlling the target torque to increase; The second decreasing rate is determined according to the torque change.

5. The method according to claim 2, characterized in that The controlling target torque to increase so that the speed of the engine reaches a second preset speed includes: determining a speed deviation between the engine speed and the second predetermined speed; The target torque is controlled to increase according to the speed deviation so that the speed of the engine reaches the second preset speed.

6. The method according to claim 1, characterized in that There are multiple first decreasing rates, and controlling the target torque to decrease at the first decreasing rate until it decreases to a preset torque includes: determining a target descent rate that matches the current value of the target torque from the plurality of first descent rates; wherein the target descent rate is positively correlated with the current value of the target torque; The target torque is controlled to decrease at the target decrease rate until it decreases to the preset torque.

7. The method according to claim 1, characterized in that There are multiple first decreasing rates, and controlling the target torque to decrease at the first decreasing rate until it decreases to a preset torque includes: sorting the plurality of first decrease rates in descending order to obtain a sorting result; According to the sorting result, the target torque is controlled to decrease at each of the first decreasing rates in sequence until it decreases to the preset torque.

8. A vehicle control device, characterized in that: The device comprises: A first determining module is configured to determine whether the vehicle needs to switch to an idle mode when the vehicle is in a low-speed direct drive mode; a second determining module configured to determine a first decreasing rate of a target torque if switching to the idle mode is required; wherein the target torque is a torque output by a clutch in the vehicle, the clutch outputting the target torque based on a torque output by an engine in the vehicle; The control module is configured to control the target torque to decrease at the first decreasing rate until it decreases to a preset torque.

9. A vehicle, characterized in that: The vehicle comprises: 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 7.

10. A readable storage medium, characterized in that: The readable storage medium stores a computer program, and when the vehicle program is executed, the method according to any one of claims 1 to 7 is implemented.

Images