Vehicle mode control method, storage medium and vehicle

Abstract

The invention provides a vehicle mode control method, a storage medium and a vehicle, and belongs to the technical field of vehicles. According to the embodiment of the invention, under the condition that the vehicle is in a power dividing mode, the initial output power of an engine is determined, and based on first working condition information of the vehicle, a target torque distribution mode is determined; second working condition information corresponding to the target torque distribution mode is obtained, and the target engine torque and the target engine rotating speed of the engine are determined based on the second working condition information and the initial output power; and finally controlling the engine to operate according to the target engine torque and the target engine rotating speed. According to the embodiment of the invention, when the vehicle is in the power dividing mode, the proper target torque distribution mode can be matched, and the target engine torque and the target engine rotating speed matched with the working condition of the vehicle are calculated, so that the engine can meet the driving requirements under various working conditions, and the driving experience of a user is effectively improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a vehicle mode control method, a storage medium and a vehicle. BACKGROUND

[0002] With the rapid development of the vehicle industry, and in response to the national energy-saving and carbon balance policy, traditional fuel vehicles are gradually moving towards hybrid vehicles. Some hybrid vehicles are equipped with a power split mode to improve fuel efficiency and performance. In the power split mode, part of the power of the engine flows to the first motor to drive the first motor to generate electricity, and the other part flows to the front axle to drive the vehicle to travel, thereby realizing power split.

[0003] At present, when the vehicle is in the power split mode, a single torque distribution mode is usually used to optimize the working point of the engine as the target to control the engine output power. However, the above scheme causes the engine to be difficult to meet the driving needs of users in various working conditions due to the single torque distribution mode, thereby affecting the driving experience of users. SUMMARY

[0004] The present application provides a vehicle mode control method, a storage medium and a vehicle to solve the problem that the single torque distribution mode in the power split mode causes the engine to be unable to meet the driving needs of users in various working conditions.

[0005] In order to solve the above problems, the present application adopts the following technical solutions:

[0006] In one aspect, the present application provides a vehicle mode control method, which comprises:

[0007] In the case that the vehicle is in the power split mode, the initial output power of the engine is determined, and based on the first working condition information of the vehicle, a target torque distribution mode is determined from a plurality of preset torque distribution modes;

[0008] Second working condition information corresponding to the target torque distribution mode is obtained;

[0009] Based on the second working condition information and the initial output power, the target engine torque and the target engine speed of the engine are determined;

[0010] The engine is controlled to operate according to the target engine torque and the target engine speed.

[0011] In one embodiment of the present application, the step of determining the initial output power of the engine comprises:

[0012] The power demand of the driver, the charging demand of the power battery and the load demand of the high-voltage load are determined.

[0013] determine the initial output power based on the power demand, the charging demand, the load demand and a preset compensation power.

[0014] In an embodiment of the present application, the plurality of torque distribution modes includes a four-wheel drive torque distribution mode and a common torque distribution mode; the first working condition information includes a current driving mode of the vehicle and a function state of an intelligent escape function of the power split mode;

[0015] Based on the first working condition information of the vehicle, the step of determining a target torque distribution mode from a plurality of preset torque distribution modes includes:

[0016] In the case that the current driving mode is a preset mode or the function state is in an activated state, the target torque distribution mode is determined to be the four-wheel drive torque distribution mode; wherein the preset mode includes any one of the following: all-wheel drive mode, snow mode, mud mode and sand mode;

[0017] In the case that the current driving mode is not the preset mode and the function state is not in the activated state, the target torque distribution mode is determined to be the common torque distribution mode.

[0018] In an embodiment of the present application, the vehicle includes a power split mechanism, a first motor and a gearbox, the power split mechanism includes a ring gear, a sun gear, a plurality of planetary gears meshing between the ring gear and the sun gear, and a planet carrier rotationally connected to the plurality of planetary gears; the planet carrier is connected to the engine, the sun gear is connected to the first motor, and the ring gear is connected to the input shaft of the gearbox;

[0019] The step of obtaining second working condition information corresponding to the target torque distribution mode includes:

[0020] In the case that the target torque distribution mode is the four-wheel drive torque distribution mode, the second working condition information is determined to include a front axle demand torque, a first gear ratio between the ring gear and a target wheel, and a gear ratio between the ring gear and the sun gear;

[0021] The step of determining a target engine torque and a target engine speed of the engine based on the second working condition information and the initial output power includes:

[0022] Based on the front axle demand torque, the first gear ratio and the gear ratio, a first initial engine torque of the engine is determined;

[0023] determining a torque limit value of the engine, and determining the target engine torque based on the torque limit value and the first initial engine torque;

[0024] determining a first initial engine speed of the engine based on the target engine torque and the initial output power and a preset first mapping relationship, the first mapping relationship representing a comparison relationship between the target engine torque and the initial output power and the first initial engine speed;

[0025] obtaining a speed correction parameter of the engine, and correcting the first initial engine speed based on the speed correction parameter to obtain the target engine speed.

[0026] In an embodiment of the present application, the method further comprises:

[0027] determining a vehicle demand torque based on a current accelerator pedal opening;

[0028] determining a front-rear axle torque distribution ratio based on the current driving mode and a current vehicle speed;

[0029] determining the front axle demand torque based on the vehicle demand torque and the front-rear axle torque distribution ratio.

[0030] In an embodiment of the present application, the step of determining the torque limit value of the engine comprises:

[0031] determining a first torque limit value based on a maximum torque output capability of the engine;

[0032] determining a second torque limit value based on a current engine speed of the engine;

[0033] determining the torque limit value as a smaller one of the first torque limit value and the second torque limit value.

[0034] In an embodiment of the present application, the step of obtaining the second working condition information corresponding to the target torque distribution mode comprises:

[0035] in a case where the target torque distribution mode is the normal torque distribution mode, determining that the second working condition information comprises a current atmospheric pressure;

[0036] the step of determining the target engine torque and the target engine speed of the engine based on the second working condition information and the initial output power comprises:

[0037] determine a second initial engine speed of the engine based on the current atmospheric pressure, the initial output power and a preset second mapping relationship; the second mapping relationship represents a contrast relationship between the current atmospheric pressure, the initial output power and the second initial engine speed;

[0038] determine a speed limit value of the engine, and determine the target engine speed based on the speed limit value and the second initial engine speed;

[0039] determine a second initial engine torque of the engine based on the target engine speed, the initial output power and a preset third mapping relationship; the third mapping relationship represents a contrast relationship between the target engine speed, the initial output power and the second initial engine torque;

[0040] obtain a torque correction parameter of the engine, and correct the second initial engine torque based on the torque correction parameter to obtain the target engine torque.

[0041] In an embodiment of the present application, the step of determining the speed limit value of the engine comprises:

[0042] obtain a coolant temperature of engine coolant;

[0043] in a case where the coolant temperature is greater than or equal to a temperature threshold, determine the speed limit value as a preset speed;

[0044] in a case where the coolant temperature is less than the temperature threshold, determine the speed limit value based on a current remaining power of a power battery, a minimum battery temperature and a preset fourth mapping relationship; the fourth mapping relationship represents a contrast relationship between the current remaining power, the minimum battery temperature and the speed limit value.

[0045] In a second aspect, based on the same inventive concept, embodiments of the present application provide a vehicle mode control device, which comprises:

[0046] a mode determination module configured to determine an initial output power of an engine in a case where a vehicle is in a power split mode, and determine a target torque distribution mode from a plurality of preset torque distribution modes based on first working condition information of the vehicle;

[0047] an information obtaining module configured to obtain second working condition information corresponding to the target torque distribution mode;

[0048] a parameter determination module configured to determine a target engine torque and a target engine speed of the engine based on the second working condition information and the initial output power;

[0049] an engine control module, configured to control the engine to operate according to the target engine torque and the target engine speed.

[0050] In an embodiment of the present application, the mode determination module comprises:

[0051] a first power determination sub-module, configured to determine a power demand of a driver, a charging demand of the power battery and a load demand of a high-voltage load;

[0052] a second power determination sub-module, configured to determine the initial output power based on the power demand, the charging demand, the load demand and a preset compensation power.

[0053] In an embodiment of the present application, the plurality of torque distribution modes comprises a four-wheel drive torque distribution mode and a common torque distribution mode; and the first working condition information comprises a current driving mode of the vehicle and a function state of an intelligent escape function of the power split mode.

[0054] The mode determination module further comprises:

[0055] a first mode determination sub-module, configured to determine the target torque distribution mode as the four-wheel drive torque distribution mode when the current driving mode is a preset mode or the function state is in an activated state; wherein the preset mode comprises any one of the following modes: an all-wheel drive mode, a snow mode, a mud mode and a sand mode.

[0056] a second mode determination sub-module, configured to determine the target torque distribution mode as the common torque distribution mode when the current driving mode is not the preset mode and the function state is not in the activated state.

[0057] In an embodiment of the present application, the vehicle comprises a power split mechanism, a first motor and a gearbox; the power split mechanism comprises a ring gear, a sun gear, a plurality of planet gears meshed between the ring gear and the sun gear and a planet carrier rotationally connected with the plurality of planet gears; the planet carrier is connected with the engine, the sun gear is connected with the first motor and the ring gear is connected with an input shaft of the gearbox.

[0058] The information acquisition module comprises:

[0059] a first information acquisition sub-module, configured to determine that the second working condition information comprises a front axle demand torque, a first gear ratio between the ring gear and a target wheel and a gear ratio between the ring gear and the sun gear when the target torque distribution mode is the four-wheel drive torque distribution mode.

[0060] The parameter determination module comprises:

[0061] A first initial torque determination submodule is configured to determine a first initial engine torque of the engine based on the front axle demand torque, the first gear ratio and the gear ratio;

[0062] A first engine torque determination submodule is configured to determine a torque limit value of the engine, and determine the target engine torque based on the torque limit value and the first initial engine torque;

[0063] A first initial speed determination submodule is configured to determine a first initial engine speed of the engine based on the target engine torque, the initial output power and a preset first mapping relationship, wherein the first mapping relationship represents a comparison relationship between the target engine torque, the initial output power and the first initial engine speed;

[0064] A first engine speed determination submodule is configured to obtain a speed correction parameter of the engine, and correct the first initial engine speed based on the speed correction parameter to obtain the target engine speed.

[0065] In an embodiment of the present application, the vehicle mode control device further comprises:

[0066] A vehicle demand torque determination module is configured to determine a vehicle demand torque based on a current accelerator pedal opening degree;

[0067] A distribution ratio determination module is configured to determine a front-rear axle torque distribution ratio based on the current driving mode and a current vehicle speed;

[0068] A front axle demand torque determination module is configured to determine the front axle demand torque based on the vehicle demand torque and the front-rear axle torque distribution ratio.

[0069] In an embodiment of the present application, the first engine torque determination submodule comprises:

[0070] A first torque limit value determination unit is configured to determine a first torque limit value based on a maximum torque output capability of the engine;

[0071] A second torque limit value determination unit is configured to determine a second torque limit value based on a current engine speed of the engine;

[0072] A torque limit value determination unit is configured to determine a smaller one of the first torque limit value and the second torque limit value as the torque limit value.

[0073] In an embodiment of the present application, the information acquisition module further comprises:

[0074] The second information acquisition sub-module is configured to determine that the second working condition information comprises a current atmospheric pressure when the target torque distribution mode is the normal torque distribution mode.

[0075] The parameter determination module further comprises:

[0076] The second initial rotating speed determination sub-module is configured to determine a second initial engine rotating speed of the engine based on the current atmospheric pressure, the initial output power and a preset second mapping relationship, wherein the second mapping relationship represents a comparison relationship between the current atmospheric pressure, the initial output power and the second initial engine rotating speed.

[0077] The second engine rotating speed determination sub-module is configured to determine a rotating speed limit value of the engine, and determine the target engine rotating speed based on the rotating speed limit value and the second initial engine rotating speed.

[0078] The second initial torque determination sub-module is configured to determine a second initial engine torque of the engine based on the target engine rotating speed, the initial output power and a preset third mapping relationship, wherein the third mapping relationship represents a comparison relationship between the target engine rotating speed, the initial output power and the second initial engine torque.

[0079] The second engine torque determination sub-module is configured to acquire a torque correction parameter of the engine, and correct the second initial engine torque based on the torque correction parameter to obtain the target engine torque.

[0080] In an embodiment of the present application, the second engine rotating speed determination sub-module comprises:

[0081] The coolant temperature acquisition unit is configured to acquire a coolant temperature of engine coolant.

[0082] The first rotating speed determination unit is configured to determine that the rotating speed limit value is a preset rotating speed when the coolant temperature is greater than or equal to a temperature threshold.

[0083] The second rotating speed determination unit is configured to determine the rotating speed limit value based on a current residual power of a power battery, a minimum battery temperature and a preset fourth mapping relationship when the coolant temperature is less than the temperature threshold, wherein the fourth mapping relationship represents a comparison relationship between the current residual power, the minimum battery temperature and the rotating speed limit value.

[0084] In a third aspect, based on the same inventive concept, the embodiments of the present application provide a computer readable storage medium, which stores an executable program, and the executable program is executed by a processor to implement the vehicle mode control method provided in the first aspect of the present application.

[0085] In a fourth aspect, based on the same inventive concept, the embodiments of the present application provide a vehicle, comprising:

[0086] a memory for storing an executable program;

[0087] a processor;

[0088] When the executable program is executed by the processor, the vehicle mode control method according to the first aspect of the present application is implemented.

[0089] Compared with the prior art, the present application has the following advantages:

[0090] The vehicle mode control method provided by the embodiments of the present application firstly determines the initial output power of the engine when the vehicle is in the power split mode, and determines the target torque distribution mode among the preset plurality of torque distribution modes based on the first working condition information of the vehicle; then acquires the second working condition information corresponding to the target torque distribution mode, and determines the target engine torque and the target engine speed of the engine based on the second working condition information and the initial output power; finally, controls the engine to operate according to the target engine torque and the target engine speed. When the vehicle is in the power split mode, the embodiments of the present application can match the appropriate target torque distribution mode according to the first working condition information of the vehicle, and then calculate the target engine torque and the target engine speed matched with the working condition of the vehicle by acquiring the corresponding second working condition information and combining the initial output power of the engine, so as to realize flexible control of the engine. In this way, the engine can meet the driving demand under various working conditions, thereby effectively improving the driving experience of the user. BRIEF DESCRIPTION OF DRAWINGS

[0091] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0092] Figure 1 is a structural schematic diagram of a hybrid vehicle in an embodiment of the present application.

[0093] Figure 2 is a step flowchart of a vehicle mode control method in an embodiment of the present application.

[0094] Figure 3 is a functional module schematic diagram of a vehicle mode control device in an embodiment of the present application.

[0095] Figure 4is a structural schematic diagram of a vehicle in an embodiment of the present application. DETAILED DESCRIPTION

[0096] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the protection scope of the present application.

[0097] It should be noted that in a hybrid vehicle, power split as a complete system design is a kind of design aiming to effectively distribute the power of the engine and the motor to the drive system of the vehicle to maximize fuel efficiency and performance.

[0098] Reference Figure 1 , a structural schematic diagram of a hybrid vehicle in an embodiment of the present application is shown, which is provided with an engine 101, a first motor 102, a power split device 103, a gearbox 104, a front axle differential 105 and front axle wheels 106 connected in sequence at the front axle of the vehicle; and a second motor 107, a rear axle gearbox 108, a rear axle differential 109 and rear axle wheels 110 connected in sequence at the rear axle of the vehicle. The gearbox 104 specifically includes a gearbox input shaft and a gearbox output shaft and a plurality of synchronizers, wherein the plurality of synchronizers specifically include a synchronizer S1 for controlling the vehicle to switch modes and a synchronizer S0 or a synchronizer S2 for combining or disconnecting the gearbox input shaft and the gearbox output shaft.

[0099] Specifically, the synchronizer S1 is used to control the vehicle to switch between the power split mode and other modes. That is, when the synchronizer S1 is in the power split gear, the vehicle can be in the power split mode; when the synchronizer S1 is in the combination gear, the vehicle can be in other modes, such as direct drive mode, series mode or pure electric four-wheel drive mode, etc.

[0100] The hybrid vehicle adopting the above architecture can run in the power split mode due to the configuration of the power split device 103, and the power split device 103 is connected with the engine 101, the first motor 102 and the gearbox 104 at the same time.

[0101] Continuing to refer to Figure 1In the power split mode, the synchronizer S1 is in the power split gear, the synchronizer S0 or the synchronizer S2 is in the gear state, the engine 101 is in the driving state, the first motor 102 is in the power generation state, and the second motor 107 is in the driving state, the power generation state or the stop state. At this time, part of the driving force output by the engine 101 will be transmitted to the first motor 102 through the power split device 103 to drive the first motor 102 to generate electricity, and the generated electricity is provided to the power battery for charging or provided to the second motor 107 to drive the rear axle wheels 110; another part of the driving force output by the engine 101 will be transmitted to the transmission input shaft of the transmission 104 through the power split device 103, and the transmission input shaft will transmit the part of the driving force to the front axle wheels 106 through the synchronizer S0, the transmission output shaft and the front axle differential 105 in turn to drive the vehicle to travel. Wherein, the distribution ratio of the driving force can be set according to actual needs, that is, in the power split mode, part of the output power of the engine 101 is used to drive the first motor 102 to generate electricity, and another part of the output power is used to directly drive the front axle wheels 106.

[0102] In the related art, when the vehicle is in the power split mode, the torque distribution mode is usually used to control the engine 101 to work in the optimal efficiency interval, that is, the second motor 107 is usually used only to adjust the working point of the engine 101. For example, according to the demand of adjusting the working point of the engine 101, the second motor 107 can be in the driving state (at this time, positive torque is output), and drive the rear axle wheels 110 through the rear axle transmission 108 and the rear axle differential 109 in turn; or in the stop state (at this time, no torque is output) or in the power generation state (at this time, negative torque is output) to enable the engine 101 to work in the optimal efficiency interval.

[0103] It can be seen that although the traditional torque distribution mode can improve the fuel efficiency of the engine 101, the engine may not be able to meet the driving demand of the user in some specific working conditions. For example, the traditional torque distribution mode determines that the engine 101 can work in the optimal economic interval only when the engine 101 drives the vehicle, when the vehicle travels to the sandy or muddy road section, if the vehicle is driven only by the engine according to the original output mode, the driving performance of the vehicle will be poor or even be stuck, thereby affecting the driving experience of the user.

[0104] In view of the problem that the single torque distribution mode in the power split mode cannot meet the driving demand of the engine under various working conditions, the application aims to provide a vehicle mode control method, which can match an appropriate target torque distribution mode according to first working condition information of the vehicle when the vehicle is in the power split mode, and then calculate a target engine torque and a target engine speed matched with the working condition of the vehicle by acquiring corresponding second working condition information and combining the initial output power of the engine. In this way, the engine can meet the driving demand under various working conditions, thereby effectively improving the driving experience of the user.

[0105] With reference to Figure 2 , a vehicle mode control method of the application is shown, which is applied to a hybrid vehicle configured with a power split mode, and the method comprises the following steps:

[0106] S201: When the vehicle is in the power split mode, the initial output power of the engine is determined, and based on the first working condition information of the vehicle, a target torque distribution mode is determined from a plurality of preset torque distribution modes.

[0107] It should be noted that the execution subject of the embodiment can be a computing service device with data processing, network communication and program running functions, or an electronic device with the above functions such as a car computer, a vehicle-mounted computer, etc. such as an ECU (Electronic Control Unit), an HCU (Hybrid Control Unit), etc. The embodiment will be described with the HCU as the execution subject. It should be noted that the embodiment does not make specific restrictions on the execution subject of the vehicle.

[0108] In the embodiment, the HCU will monitor the state information of the vehicle in real time during the operation of the vehicle in a non-power split mode, such as a direct drive mode, a series mode or a pure electric four-wheel drive mode, etc., and then determine whether the vehicle meets the mode switching condition for switching from the non-power split mode to the power split mode according to the state information. If it is determined that the vehicle meets the mode switching condition, the vehicle is controlled to switch from the non-power split mode to the power split mode. Different non-power split modes correspond to different mode switching conditions.

[0109] In one example, during the driving of the vehicle in the series mode, if the HCU detects that the accelerator pedal opening is greater than an opening threshold, the accelerator pedal change rate is greater than a change rate threshold, and the current remaining power of the power battery is less than a power threshold, it indicates that the driver has an urgent acceleration demand under the condition that the power of the power battery is low. At this time, in order to meet the power demand of the driver and the charging demand of the power battery at the same time, the HCU will control the vehicle to automatically switch from the series mode to the power split mode.

[0110] In another example, during the process that the vehicle is driven in the direct drive mode, the HCU determines that the current SOC of the power battery is insufficient to support the vehicle to run in the direct drive mode if it detects that the current remaining power is less than the power threshold. At this time, the HCU will control the vehicle to automatically switch from the direct drive mode to the power split mode.

[0111] It should be noted that, since the power battery cannot drive the motor to run after the vehicle is controlled to switch to the power split mode due to the low power state, at this time, the engine will become the only power source of the vehicle, therefore, the HCU will calculate the initial output power of the engine based on the driving demand and the power generation demand of the vehicle. It should be noted that the initial output power is not the actual output power of the engine, but a reference quantity for calculating the target engine torque and the target engine speed.

[0112] In this embodiment, after the HCU controls the vehicle to switch to the power split mode, it will also acquire the first working condition information of the vehicle, and according to the first working condition information, match an appropriate target torque distribution mode from the preset plurality of torque distribution modes. It should be noted that different torque distribution modes are used to adopt different torque distribution strategies to distribute the vehicle torque to the front axle and the rear axle of the vehicle to provide different driving effects, that is, different torque distribution modes require the engine to output different torques and / or speeds.

[0113] S202: Acquire the second working condition information corresponding to the target torque distribution mode.

[0114] In this embodiment, different torque distribution modes correspond to different second working condition information. By acquiring the second working condition information corresponding to the target torque distribution mode, the running parameters of the engine including the target engine torque and the target engine speed can be determined according to the corresponding second working condition information, so that the engine can adapt to different working conditions to achieve different driving effects.

[0115] It should be noted that, when determining the engine running parameters under the target torque distribution mode, the motor running parameters of the second motor, i.e., the rear axle motor, will also be determined, and the second motor will be controlled to work according to the corresponding motor running parameters to timely meet the driving demand of the rear axle.

[0116] S203: Determine the target engine torque and the target engine speed of the engine based on the second working condition information and the initial output power.

[0117] In this embodiment, after the target torque distribution mode is determined, the corresponding target engine torque and target engine speed can be determined by comprehensively considering the corresponding second working condition information and the initial output power.

[0118] In a specific implementation, if the target torque distribution mode prioritizes meeting the driving performance of the vehicle, the target engine torque can be calculated first according to the second working condition information, and then the target engine speed can be determined in combination with the target engine torque and the initial output power; if the target torque distribution mode prioritizes meeting the charging demand of the power battery, the target engine speed can be calculated first according to the second working condition information, and then the target engine torque can be determined in combination with the target engine speed and the initial output power.

[0119] It should be noted that based on the target engine torque and the target engine speed of the engine, the actual output power of the engine can be calculated according to the following formula:

[0120] P = T1 x N / 9550 (1);

[0121] wherein P represents the actual output power of the engine, in units of watts (W); T1 represents the target engine torque of the engine, in units of Newton-meters (N m); and N represents the target engine speed of the engine, in units of revolutions per minute (RPM).

[0122] It should be noted that the actual output power of the engine can be the same as or different from the initial output power.

[0123] S204: controlling the engine to operate according to the target engine torque and the target engine speed.

[0124] In a specific implementation, after calculating the target engine torque and the target engine speed, the HCU generates a torque control request containing the target engine torque and a speed control request containing the target engine speed, and sends the torque control request and the speed control request to the engine controller, so that the engine controller controls the engine to output the target engine torque in response to the torque control request, and controls the engine to output the target engine speed in response to the speed control request.

[0125] In the embodiment, when the vehicle is in the power split mode, the appropriate target torque distribution mode can be matched according to the first working condition information of the vehicle, and then the target engine torque and the target engine speed matched with the working condition of the vehicle can be calculated by acquiring the corresponding second working condition information and combining the initial output power of the engine, so as to realize flexible control of the engine. In this way, the engine can meet the driving demand under various working conditions, thereby effectively improving the driving experience of the user.

[0126] In a feasible implementation, the step of determining the initial output power of the engine in S201 can specifically include the following sub-steps:

[0127] S201-1: Determine the power demand of the driver, the charging demand of the power battery, and the load demand of the high-voltage load.

[0128] In a specific implementation, for the power demand, the HCU can obtain the accelerator pedal opening degree, and determine the power demand of the driver based on the accelerator pedal opening degree; for the charging demand, the HCU can determine the difference between the current remaining power and the target remaining power of the power battery, and determine the charging demand based on the difference and the current vehicle speed; for the load demand, the HCU can obtain the rated power of each high-voltage load, and determine the sum of the rated power of each high-voltage load as the load demand.

[0129] S201-2: Determine the initial output power based on the power demand, the charging demand, the load demand, and the preset compensation power.

[0130] In this embodiment, after calculating the power demand, the charging demand, and the load demand, the HCU determines the sum of the above demands and the compensation power as the initial output power of the engine.

[0131] It should be noted that the power output by the engine will lose some power during transmission due to mechanical transmission, and the compensation power is the power used to compensate for the loss power corresponding to the lost power. The compensation power can be obtained by experimental testing of the vehicle.

[0132] In this embodiment, by comprehensively considering the power demand of the driver, the charging demand of the power battery, the load demand of the high-voltage load, and the loss power of the engine, the initial output power calculated is more accurate and effective. In this way, the target engine torque and target engine speed calculated based on the initial output power can better meet the actual use requirements of the engine.

[0133] In a feasible implementation, the plurality of torque distribution modes can specifically include a four-wheel drive torque distribution mode and a normal torque distribution mode. The four-wheel drive torque distribution mode prioritizes vehicle drivability, requiring driving torque to exist on the front and rear axles of the vehicle at the same time, so that the vehicle remains in a four-wheel drive state. The normal torque distribution mode prioritizes fuel efficiency, requiring the engine to operate in an optimal efficiency range, and the rear axle motor is used to adjust the operating point of the engine and can be in a driving state, a stopped state, or a power generation state as needed. The first working condition information specifically includes the current driving mode of the vehicle and the function state of the intelligent escape function of the power split mode. Based on the first working condition information of the vehicle, in the plurality of preset torque distribution modes, the step of determining the target torque distribution mode in S201 can specifically include the following sub-steps:

[0134] S201-3: In a case where the current driving mode is a preset mode, or the function state is in the activated state, determining that the target torque distribution mode is a four-wheel drive torque distribution mode; wherein the preset mode includes any one of the following: all-wheel drive mode, snow mode, mud mode, and sand mode.

[0135] In the embodiment, the HCU can control the vehicle to switch to the preset mode in response to a mode selection operation triggered by the user, or can obtain road condition information of the vehicle in real time during vehicle driving, and then determine whether to switch the current driving mode to the corresponding preset mode based on the road condition information. The road condition information can specifically include driving state information and perception information of the road surface by the perception system, and the driving state information includes but is not limited to wheel speed information, vehicle speed information, and acceleration information of the vehicle. The HCU can accurately identify the current road condition of the vehicle by comprehensively analyzing the perception result and the driving state information.

[0136] In the embodiment, when the current driving mode is a preset mode, it indicates that the driver has a four-wheel drive demand, and by determining the target torque distribution mode as the four-wheel drive torque distribution mode, the driving demand of the user can be effectively met.

[0137] In the embodiment, during the operation of the vehicle in the power split mode, the HCU will monitor the slip ratio of the front and rear wheels of the vehicle in real time. If it is detected that the front wheel and / or the rear wheel of the vehicle is in a slipping state, the intelligent escape function will be automatically activated. At this time, by determining the target torque distribution mode as the four-wheel drive torque distribution mode, the HCU can improve the road passability of the vehicle, and thus realize rapid escape.

[0138] It should be noted that after the vehicle escapes, that is, when it is detected that the front wheel and the rear wheel of the vehicle are not in a slipping state, the HCU switches the function state of the intelligent escape function to the inactivated state. At this time, the HCU will automatically exit the four-wheel drive torque distribution mode.

[0139] S201-4: In a case where the current driving mode is not a preset mode and the function state is not in the activated state, determining that the target torque distribution mode is a normal torque distribution mode.

[0140] In the embodiment, if the HCU simultaneously detects that the current driving mode is not a preset mode and the function state is not in the activated state, it indicates that the driver does not have a four-wheel drive demand and the vehicle does not have an escape demand. At this time, the target torque distribution mode is determined to be a normal torque distribution mode to ensure the economic performance of the engine.

[0141] In the embodiment, the HCU can realize flexible switching between the four-wheel drive torque distribution mode and the common torque distribution mode by real-time monitoring of the first working condition information, thereby realizing flexible control of the engine.

[0142] In an implementable embodiment, the vehicle comprises a power split mechanism, a first motor and a gearbox, the power split mechanism comprising a ring gear, a sun gear, a plurality of planetary gears meshed between the ring gear and the sun gear and a planet carrier rotationally connected with the plurality of planetary gears; the planet carrier is connected with the engine, the sun gear is connected with the first motor, and the ring gear is connected with an input shaft of the gearbox.

[0143] It should be noted that the above description continues to refer to Figure 1 In the power split mode, the synchronizer S1 is in the power split gear, at this time, the planet carrier and the ring gear are in a disconnected state, the driving force output by the engine will be transmitted to the planet carrier through the clutch, and the planet carrier will transmit part of the driving force to the first motor through the plurality of planetary gears and the sun gear in sequence, so as to drive the first motor to charge the power battery; at the same time, the planet carrier will transmit another part of the driving force to the front axle of the vehicle through the plurality of planetary gears, the ring gear, the input shaft of the gearbox, the synchronizer S0, the output shaft of the gearbox and the front axle differential, so as to drive the front axle of the vehicle.

[0144] Based on the above structure, S202 can specifically include the following sub-steps:

[0145] S202-A: In the case where the target torque distribution mode is the four-wheel drive torque distribution mode, it is determined that the second working condition information comprises the front axle demand torque, the first gear ratio between the ring gear and the target wheel, and the gear ratio between the ring gear and the sun gear.

[0146] In the embodiment, after the HCU determines that the target torque distribution mode is the four-wheel drive torque distribution mode, in order to enable the front axle and the rear axle of the vehicle to output driving torque at the same time, the front axle demand torque and the rear axle demand torque will be calculated. The front axle demand torque is a torque for the front axle of the vehicle, which is used to represent the driving force required by the front axle wheel for the front axle of the vehicle; the rear axle demand torque is a torque for the rear axle of the vehicle, which is used to represent the driving force required by the rear axle wheel for the rear axle of the vehicle.

[0147] In a specific implementation, during the driving of the vehicle, the HCU will collect the current accelerator pedal opening degree triggered by the driver in real time, and then based on the current accelerator pedal opening degree, the vehicle demand torque is calculated; based on the current driving mode and the current vehicle speed, the front axle torque distribution ratio and the rear axle torque distribution ratio are determined, and finally based on the vehicle demand torque and the front axle torque distribution ratio and the rear axle torque distribution ratio, the front axle demand torque is determined.

[0148] Specifically, the front-rear axle torque distribution ratio includes a front axle torque distribution ratio and a rear axle torque distribution ratio, and the front axle demand torque and the rear axle demand torque can be calculated based on the product between the vehicle demand torque and the front axle torque distribution ratio

[0149] It should be noted that the vehicle demand torque represents the sum of the driving torques required to be provided by the front axle of the vehicle and the rear axle of the vehicle, and is used to represent the torque size expected to be output by the vehicle by the driver.

[0150] It should be further noted that, unlike the driving modes of the power split mode, the series mode, the pure electric mode, the direct drive mode and the like, the driving mode refers to a setting for changing the throttle output ratio and the gear shifting timing to meet the driving style of the driver and to allow the driver to experience the driving pleasure. Different driving modes, the vehicle will make corresponding adjustments to the response of the steering, the transmission, the engine, the suspension and the like, as well as the time and intensity of the electronic stability program intervention according to the predetermined parameters of the system. For example, the driving mode can include, but is not limited to, an economy mode, a sport mode, a normal mode, an all-wheel drive mode, a snow mode, a mud mode and a sand mode.

[0151] In the embodiment, the HCU pre-stores a first MAP table representing the correspondence relationship between different driving modes and different basic torque distribution ratios, and a second MAP table representing the correspondence relationship between different vehicle speeds and different correction parameters.

[0152] In specific implementation, after obtaining the current driving mode, the HCU will first determine the basic torque distribution ratio corresponding to the current driving mode by searching the first MAP table, then determine the target correction parameter corresponding to the current vehicle speed by searching the second MAP table, and finally correct the basic torque distribution ratio based on the target correction parameter to obtain the front-rear axle torque distribution ratio.

[0153] In the embodiment, by comprehensively considering the current driving mode and the current vehicle speed, accurate calculation of the front-rear axle torque distribution ratio can be realized, and the four-wheel drive demand of the driver under different driving modes and different vehicle speeds can be effectively met.

[0154] In specific implementation, to realize accurate calculation of the first gear ratio between the gear ring and the target wheel, the HCU will determine the second gear ratio between the input shaft and the output shaft of the transmission according to the current gear of the transmission, and then calculate the first gear ratio between the target wheel and the gear ring in combination with the third gear ratio corresponding to the front axle differential. The target wheel refers to the wheel connected with the engine, and if the engine is arranged at the front axle, the target wheel is the front axle wheel.

[0155] It should be noted that the HCU pre-stores the number of teeth of the ring gear and the number of teeth of the sun gear, and then based on the number of teeth of the ring gear and the number of teeth of the sun gear, the number of teeth ratio between the ring gear and the sun gear can be calculated.

[0156] Based on the second working condition information, S203 can specifically include the following sub-steps:

[0157] S203-A1: determining the first initial engine torque of the engine based on the front axle demand torque, the first gear ratio and the number of teeth ratio.

[0158] In a specific implementation, the first initial engine torque of the engine can be calculated according to the following formula:

[0159]

[0160] Wherein, T3 represents the first initial engine torque of the engine, T2 represents the front axle demand torque, ig represents the first gear ratio between the target wheel and the ring gear, and K represents the number of teeth ratio between the ring gear and the sun gear.

[0161] S203-A2: determining the torque limit value of the engine, and determining the target engine torque based on the torque limit value and the first initial engine torque.

[0162] In this embodiment, in order to ensure the safety of the torque output of the engine and avoid damage caused by the engine outputting too large torque, the HCU will limit the first initial engine torque of the engine by using the torque limit value of the engine to obtain the target engine torque.

[0163] In a specific implementation, if the first initial engine torque is less than or equal to the torque limit value, the first initial engine torque is determined as the target engine torque; if the first initial engine torque is greater than the torque limit value, the torque limit value is determined as the target engine torque.

[0164] In this embodiment, the torque limit value of the engine can be determined by the following steps: determining a first torque limit value based on the maximum torque output capability of the engine; determining a second torque limit value based on the current engine speed of the engine; and determining the smaller one of the first torque limit value and the second torque limit value as the torque limit value.

[0165] It should be noted that the second torque limit value is a calibrated value related to the current engine speed. For example, when the current engine speed of the engine is in a preset high efficiency interval, the second torque limit value can increase with the increase of the current engine speed; after the current engine speed is greater than a critical speed, in order to avoid vehicle emission exceeding the standard, the second torque limit value can decrease with the increase of the current engine speed.

[0166] S203-A3: determining the first initial engine speed of the engine based on the target engine torque and the initial output power and a preset first mapping relationship.

[0167] In the embodiment, to realize decoupling between the target engine torque and the target engine speed and the initial output power, so that the actual operating parameters of the engine are more accurate, the first initial engine speed is no longer solved according to formula (1), but is solved according to the preset first mapping relationship.

[0168] It should be noted that the first mapping relationship represents a contrast relationship between the target engine torque and the initial output power and the first initial engine speed.

[0169] S203-A4: obtaining a speed correction parameter of the engine, and correcting the first initial engine speed based on the speed correction parameter to obtain the target engine speed.

[0170] In a specific implementation, the speed correction parameter can include an NVH (Noise, Vibration, and Harshness) correction parameter, an idle control correction parameter, a catalyst heating correction parameter, an engine speed upper limit value, and a motor speed upper limit value.

[0171] In the embodiment, the NVH correction parameter can be determined based on a current vehicle speed and a current throttle opening degree; the idle control correction parameter can be determined based on a coolant temperature and an ambient temperature; the catalyst heating correction parameter is a correction parameter that exists when a catalyst heating function is activated, and if the catalyst heating function is not activated, the catalyst heating correction parameter is not considered; and the engine speed upper limit value and the motor speed upper limit value are respectively determined according to the speed capability of the engine and the motor.

[0172] In the embodiment, by using the speed correction parameter to correct the first initial engine speed, the HCU can obtain a more accurate and reasonable target engine speed while ensuring driving safety.

[0173] In a feasible implementation, S202 can further include the following sub-steps:

[0174] S202-B: in a case where the target torque distribution mode is a normal torque distribution mode, determining that the second working condition information includes a current atmospheric pressure.

[0175] In the embodiment, considering that the power of the engine is derived from the pressure generated by the combustion of fuel and air in the combustion chamber, and the exhaust amount of air is related to the atmospheric pressure, specifically, if the same combustion efficiency needs to be maintained, the lower the atmospheric pressure, the more air needs to be exhausted. Therefore, after the HCU determines that the target torque distribution mode is the normal torque distribution mode, in order to ensure the operating efficiency of the engine in the normal torque distribution mode, the current atmospheric pressure will be obtained, and the operating parameters of the engine will be calculated based on the current atmospheric pressure.

[0176] Based on the second working condition information, S203 can specifically include the following sub-steps:

[0177] S203-B1: determining the second initial engine speed of the engine based on the current atmospheric pressure, the initial output power and a preset second mapping relationship.

[0178] In the embodiment, the second mapping relationship is a two-dimensional table that is pre-calibrated to represent the contrast relationship between the current atmospheric pressure, the initial output power and the second initial engine speed. That is, according to the current atmospheric pressure and the initial output power, the second initial engine speed of the engine can be obtained by table lookup.

[0179] S203-B2: determining the speed limit value of the engine, and determining the target engine speed based on the speed limit value and the second initial engine speed.

[0180] In the embodiment, in order to ensure the safety of the speed output of the engine and avoid damage caused by excessive speed output of the engine, the HCU will limit the second initial engine speed of the engine by using the speed limit value of the engine to obtain the target engine speed.

[0181] In specific implementation, if the second initial engine speed is less than or equal to the speed limit value, the second initial engine speed is determined as the target engine speed; if the second initial engine speed is greater than the speed limit value, the speed limit value is determined as the target engine speed.

[0182] In the embodiment, the step of determining the speed limit value of the engine can include the following sub-steps:

[0183] S203-B2-1: obtaining the coolant temperature of the engine coolant.

[0184] It should be noted that the engine coolant is used to flow through the engine under the drive of the cooling water pump and cool the engine.

[0185] In specific implementation, a temperature sensor can be arranged at the outlet of the cooling water pump, and then the coolant temperature of the engine coolant is collected by the temperature sensor.

[0186] S203-B2-2: In a case where the coolant temperature is greater than or equal to the temperature threshold, determining the rotation speed limit value as a preset rotation speed.

[0187] In the embodiment, if the HCU detects that the coolant temperature is greater than or equal to the temperature threshold, it indicates that the operating temperature of the engine is high. At this time, in order to avoid the further temperature rise caused by the excessively high engine rotation speed, the rotation speed limit value is determined as the preset rotation speed. The preset rotation speed can be obtained by experiment calibration.

[0188] It should be noted that the cooling water pump in the embodiment is an electronic water pump that provides power supply for the battery. If the cooling water pump is a mechanical water pump that provides power for the engine, in order to ensure the cooling capacity of the cooling water pump, the engine rotation speed cannot be limited even if the coolant temperature is too high, and therefore the rotation speed limit value can be cancelled.

[0189] S203-B2-3: In a case where the coolant temperature is less than the temperature threshold, determining the rotation speed limit value based on the current remaining power of the power battery, the minimum battery temperature and a preset fourth mapping relationship.

[0190] In the embodiment, if the HCU detects that the coolant temperature is less than the temperature threshold, in order to ensure the charging safety of the power battery, the engine rotation speed is limited according to the current remaining power and the minimum battery temperature. The minimum battery temperature is the minimum value of a plurality of cell temperatures corresponding to a plurality of cells of the power battery.

[0191] It should be noted that the fourth mapping relationship represents the contrast relationship between the current remaining power, the minimum battery temperature and the rotation speed limit value.

[0192] S203-B3: Determining the second initial engine torque of the engine based on the target engine rotation speed, the initial output power and a preset third mapping relationship.

[0193] In the embodiment, in order to realize the decoupling between the target engine torque and the target engine rotation speed and the initial output power, so that the actual operating parameters of the engine are more accurate, the second initial engine torque is no longer solved according to formula (1), but is solved according to the preset calibrated third mapping relationship.

[0194] It should be noted that the third mapping relationship represents the contrast relationship between the target engine rotation speed, the initial output power and the second initial engine torque.

[0195] S203-B4: Obtaining a torque correction parameter of the engine, and correcting the second initial engine torque based on the torque correction parameter to obtain the target engine torque.

[0196] In a specific implementation, the torque correction parameter can include an idle control correction parameter, an air pressure correction parameter, and a motor rotation speed upper limit value. The air pressure correction parameter can be determined based on the current atmospheric pressure.

[0197] In the embodiment, the HCU can correct the second initial engine torque by using the torque correction parameter, so as to obtain a more accurate and reasonable target engine torque while ensuring the charging safety of the power battery.

[0198] In a second aspect, referring to Figure 3 Based on the same inventive concept, the embodiment of the present application provides a vehicle mode control device 300, which comprises:

[0199] A mode determination module 301 is configured to determine an initial output power of an engine when the vehicle is in a power split mode, and determine a target torque distribution mode from a plurality of preset torque distribution modes based on first working condition information of the vehicle.

[0200] An information acquisition module 302 is configured to acquire second working condition information corresponding to the target torque distribution mode.

[0201] A parameter determination module 303 is configured to determine a target engine torque and a target engine rotation speed of the engine based on the second working condition information and the initial output power.

[0202] An engine control module 304 is configured to control the engine to operate according to the target engine torque and the target engine rotation speed.

[0203] In an embodiment of the present application, the mode determination module 301 comprises:

[0204] A first power determination sub-module is configured to determine a power demand power of a driver, a charging demand power of a power battery, and a load demand power of a high-voltage load.

[0205] A second power determination sub-module is configured to determine the initial output power based on the power demand power, the charging demand power, the load demand power, and a preset compensation power.

[0206] In an embodiment of the present application, the plurality of torque distribution modes include a four-wheel drive torque distribution mode and a common torque distribution mode; and the first working condition information includes a current driving mode of the vehicle and a function state of an intelligent escape function of the power split mode.

[0207] The mode determination module 301 further comprises:

[0208] The first mode determining sub-module is configured to determine the target torque distribution mode as a four-wheel drive torque distribution mode when the current driving mode is a preset mode or the function state is in an activated state, wherein the preset mode includes any one of the following modes: an all-wheel drive mode, a snow mode, a mud mode, and a sand mode.

[0209] The second mode determining sub-module is configured to determine the target torque distribution mode as a normal torque distribution mode when the current driving mode is not the preset mode and the function state is not in the activated state.

[0210] In an embodiment of the present application, the vehicle includes a power split mechanism, a first motor and a gearbox. The power split mechanism includes a ring gear, a sun gear, a plurality of planet gears meshing between the ring gear and the sun gear, and a planet carrier rotationally connected with the plurality of planet gears. The planet carrier is connected with the engine, the sun gear is connected with the first motor, and the ring gear is connected with an input shaft of the gearbox.

[0211] The information acquisition module 302 includes:

[0212] The first information acquisition sub-module is configured to determine that the second working condition information includes a front axle demand torque, a first gear ratio between the ring gear and the target wheel, and a tooth number ratio between the ring gear and the sun gear when the target torque distribution mode is the four-wheel drive torque distribution mode.

[0213] The parameter determining module 303 includes:

[0214] The first initial torque determining sub-module is configured to determine a first initial engine torque of the engine based on the front axle demand torque, the first gear ratio and the tooth number ratio.

[0215] The first engine torque determining sub-module is configured to determine a torque limit value of the engine, and determine a target engine torque based on the torque limit value and the first initial engine torque.

[0216] The first initial speed determining sub-module is configured to determine a first initial engine speed of the engine based on the target engine torque, the initial output power and a preset first mapping relationship. The first mapping relationship represents a comparison relationship between the target engine torque, the initial output power and the first initial engine speed.

[0217] The first engine speed determining sub-module is configured to obtain a speed correction parameter of the engine, and correct the first initial engine speed based on the speed correction parameter to obtain a target engine speed.

[0218] In an embodiment of the present application, the vehicle mode control device 300 further includes:

[0219] The vehicle demand torque determining module is configured to determine a vehicle demand torque based on a current accelerator pedal opening degree.

[0220] a distribution ratio determination module, configured to determine a front-rear axle torque distribution ratio based on a current driving mode and a current vehicle speed;

[0221] a front axle demand torque determination module, configured to determine a front axle demand torque based on a vehicle demand torque and the front-rear axle torque distribution ratio.

[0222] In an embodiment of the present application, the first engine torque determination sub-module comprises:

[0223] a first torque limit value determination unit, configured to determine a first torque limit value based on a maximum torque output capability of the engine;

[0224] a second torque limit value determination unit, configured to determine a second torque limit value based on a current engine speed of the engine;

[0225] a torque limit value determination unit, configured to determine a smaller one of the first torque limit value and the second torque limit value as a torque limit value.

[0226] In an embodiment of the present application, the information acquisition module 302 further comprises:

[0227] a second information acquisition sub-module, configured to determine that the second working condition information comprises a current atmospheric pressure in a case where the target torque distribution mode is a normal torque distribution mode.

[0228] The parameter determination module 303 further comprises:

[0229] a second initial speed determination sub-module, configured to determine a second initial engine speed of the engine based on the current atmospheric pressure, the initial output power and a preset second mapping relationship; the second mapping relationship representing a comparison relationship between the current atmospheric pressure, the initial output power and the second initial engine speed;

[0230] a second engine speed determination sub-module, configured to determine a speed limit value of the engine, and determine a target engine speed based on the speed limit value and the second initial engine speed;

[0231] a second initial torque determination sub-module, configured to determine a second initial engine torque of the engine based on the target engine speed, the initial output power and a preset third mapping relationship; the third mapping relationship representing a comparison relationship between the target engine speed, the initial output power and the second initial engine torque;

[0232] a second engine torque determination sub-module, configured to acquire a torque correction parameter of the engine, and correct the second initial engine torque based on the torque correction parameter to obtain a target engine torque.

[0233] In an embodiment of the present application, the second engine speed determination sub-module comprises:

[0234] a coolant temperature acquisition unit configured to acquire a coolant temperature of engine coolant;

[0235] a first speed determination unit configured to determine the speed limit value as a preset speed when the coolant temperature is greater than or equal to a temperature threshold value;

[0236] a second speed determination unit configured to determine the speed limit value based on the current remaining power of the power battery, the minimum battery temperature and a preset fourth mapping relationship when the coolant temperature is less than the temperature threshold value, wherein the fourth mapping relationship represents a comparison relationship between the current remaining power of the power battery, the minimum battery temperature and the speed limit value.

[0237] It should be noted that the specific implementation of the vehicle mode control device 300 of the embodiment of the present application refers to the specific implementation of the vehicle mode control method proposed in the first aspect of the embodiment of the present application, which will not be repeated here.

[0238] In a third aspect, based on the same inventive concept, the embodiment of the present application provides a computer readable storage medium having an executable program stored thereon, and the executable program is executed by a processor to implement the vehicle mode control method proposed in the first aspect of the present application.

[0239] It should be noted that the specific implementation of the computer readable storage medium of the embodiment of the present application refers to the specific implementation of the vehicle mode control method proposed in the first aspect of the embodiment of the present application, which will not be repeated here.

[0240] In a fourth aspect, referring to Figure 4 , based on the same inventive concept, the embodiment of the present application provides a vehicle 400, comprising:

[0241] a memory 401 configured to store an executable program;

[0242] a processor 402;

[0243] When the executable program is executed by the processor 402, the vehicle mode control method proposed in the first aspect of the present application is implemented.

[0244] It should be noted that the specific implementation of the vehicle 400 of the embodiment of the present application refers to the specific implementation of the vehicle mode control method proposed in the first aspect of the embodiment of the present application, which will not be repeated here.

[0245] Those skilled in the art will appreciate that embodiments of the present application can be readily used as a method, apparatus, or computer program product. Accordingly, embodiments of the present application can take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, embodiments of the present application can take the form of a computer program product on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROMs, optical storage devices, and the like) embodying computer program instructions.

[0246] Embodiments of the present application are described herein with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing terminal apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal apparatus, create means for implementing the functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams.

[0247] These computer program instructions can also be stored in a computer- readable memory that can direct a computer or other programmable data processing terminal apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams.

[0248] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal apparatus to cause a series of operational steps to be performed on the computer or other programmable terminal apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable terminal apparatus provide steps for implementing the functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams. Figure 1 one or more functions specified in the flowchart illustrations and / or block diagrams.

[0249] While preferred embodiments of the present application have been described, additional variations and modifications can be made to these embodiments by those skilled in the art once they learn of the basic inventive concepts. Therefore, the appended claims are intended to cover all such modifications and variations as fall within the scope of the present application.

[0250] Finally, it is to be understood that the phraseology or terminology such as "first" and "second" etc. used herein is merely intended to differentiate one entity or operation from another entity or operation, without necessarily requiring or implying any actual such relationship or order between such entities or operations. Moreover, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0251] The vehicle mode control method, storage medium and vehicle provided by the present application are described in detail above, and the principles and implementation manners of the present application are described by applying specific examples. The above description of the examples is only used to help understand the method of the present application and its core idea. Meanwhile, for those skilled in the art, the specific implementation manners and application ranges can be changed according to the idea of the present application. In summary, the content of the specification should not be understood as a limitation of the present application.

Claims

1. A vehicle mode control method characterized by, The method comprises: In the case that the vehicle is in a power split mode, determining an initial output power of an engine, and based on first working condition information of the vehicle, determining a target torque distribution mode from among a plurality of preset torque distribution modes; Obtaining second working condition information corresponding to the target torque distribution mode; Based on the second working condition information and the initial output power, determining a target engine torque and a target engine speed of the engine; Controlling the engine to operate according to the target engine torque and the target engine speed.

2. The vehicle mode control method according to claim 1, characterized by The step of determining the initial output power of the engine comprises: Determining a power demand power of a driver, a charging demand power of a power battery, and a load demand power of a high-voltage load; Based on the power demand power, the charging demand power, the load demand power, and a preset compensation power, determining the initial output power.

3. The vehicle mode control method according to claim 1, characterized by The plurality of torque distribution modes comprises a four-wheel drive torque distribution mode and a common torque distribution mode; The first working condition information comprises a current driving mode of the vehicle and a function state of an intelligent escape function of the power split mode; Based on the first working condition information of the vehicle, the step of determining a target torque distribution mode from among a plurality of preset torque distribution modes comprises: In the case that the current driving mode is a preset mode, or the function state is in an activated state, determining that the target torque distribution mode is the four-wheel drive torque distribution mode; wherein the preset mode comprises any one of the following: all-wheel drive mode, snow mode, mud mode, and sand mode; In the case that the current driving mode is not the preset mode and the function state is not in the activated state, determining that the target torque distribution mode is the common torque distribution mode.

4. The vehicle mode control method according to claim 3, characterized by The vehicle comprises a power split mechanism, a first motor, and a gearbox, the power split mechanism comprises a ring gear, a sun gear, a plurality of planetary gears meshing between the ring gear and the sun gear, and a planet carrier rotationally connected with the plurality of planetary gears; the planet carrier is connected with the engine, the sun gear is connected with the first motor, and the ring gear is connected with an input shaft of the gearbox; The step of obtaining second working condition information corresponding to the target torque distribution mode comprises: In the case that the target torque distribution mode is the four-wheel drive torque distribution mode, determining that the second working condition information comprises a front axle demand torque, a first gear ratio between the ring gear and a target wheel, and a gear ratio between the ring gear and the sun gear; Based on the second working condition information and the initial output power, the step of determining a target engine torque and a target engine speed of the engine comprises: Based on the front axle demand torque, the first gear ratio, and the gear ratio, determining a first initial engine torque of the engine; Determining a torque limit value of the engine, and based on the torque limit value and the first initial engine torque, determining the target engine torque; determine a first initial engine speed of the engine based on the target engine torque and the initial output power and a preset first mapping relationship, the first mapping relationship representing a comparison relationship between the target engine torque, the initial output power and the first initial engine speed; obtain a speed correction parameter of the engine, and correct the first initial engine speed based on the speed correction parameter to obtain the target engine speed.

5. The vehicle mode control method according to claim 4, characterized by The method further comprises: determine a vehicle demand torque based on a current accelerator pedal opening; determine a front-rear axle torque distribution ratio based on the current driving mode and a current vehicle speed; determine the front axle demand torque based on the vehicle demand torque and the front-rear axle torque distribution ratio.

6. The vehicle mode control method of claim 4, wherein The step of determining the torque limit value of the engine comprises: determine a first torque limit value based on a maximum torque output capability of the engine; determine a second torque limit value based on a current engine speed of the engine; determine the torque limit value as a smaller one of the first torque limit value and the second torque limit value.

7. The vehicle mode control method of claim 3, wherein The step of obtaining the second working condition information corresponding to the target torque distribution mode comprises: in a case where the target torque distribution mode is the normal torque distribution mode, determine that the second working condition information comprises a current atmospheric pressure; The step of determining the target engine torque and the target engine speed of the engine based on the second working condition information and the initial output power comprises: determine a second initial engine speed of the engine based on the current atmospheric pressure and the initial output power and a preset second mapping relationship, the second mapping relationship representing a comparison relationship between the current atmospheric pressure and the initial output power and the second initial engine speed; determine a speed limit value of the engine, and determine the target engine speed based on the speed limit value and the second initial engine speed; determine a second initial engine torque of the engine based on the target engine speed and the initial output power and a preset third mapping relationship, the third mapping relationship representing a comparison relationship between the target engine speed and the initial output power and the second initial engine torque; obtain a torque correction parameter of the engine, and correct the second initial engine torque based on the torque correction parameter to obtain the target engine torque.

8. The vehicle mode control method according to claim 7, characterized by The step of determining the speed limit value of the engine comprises: obtain a coolant temperature of engine coolant; in a case where the coolant temperature is greater than or equal to a temperature threshold, determine the speed limit value as a preset speed. In a case where the coolant temperature is less than the temperature threshold, the speed limit value is determined based on a current remaining power of the power battery, a lowest battery temperature and a preset fourth mapping relationship, wherein the fourth mapping relationship represents a comparison relationship between the current remaining power, the lowest battery temperature and the speed limit value.

9. A computer readable storage medium having stored thereon an executable program, characterized in that, The executable program, when executed by the processor, implements the vehicle mode control method according to any one of claims 1-8.

10. A vehicle characterized by comprising: Comprise: a memory for storing an executable program; a processor; When the executable program is executed by the processor, the vehicle mode control method according to any one of claims 1-8 is implemented.

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