Gear shifting control method, control system, vehicle power system and program product

Abstract

The invention discloses a gear shifting control method and system, a vehicle power system and a program product, relates to the technical field of power transmission, and ensures the power continuity and smoothness in the gear shifting process. The method comprises the following steps: determining a target gear combination state of two transmissions according to driving state information of a vehicle; judging whether the switching from the current gear combination state to the target gear combination state belongs to a preset gear shifting permission type or not; and if yes, the actual torque of the wheel end and the vehicle speed are kept unchanged in the whole gear shifting process, cooperative control is conducted on the two motors and the two transmissions, and therefore switching from the current gear combination state to the target gear combination state is completed. The gear shifting permitting types refer to all gear state switching types except the two gear shifting non-permitting types; the two transmissions perform first-gear and second-gear switching operation at the same time; and when the target gear or the current gear of any motor is the neutral gear, the other motor executes first-gear and second-gear switching operation.

Description

Technical Field

[0001] This application relates to the field of power transmission technology, and in particular to a shift control method, control system, vehicle power system, and program product. Background Technology

[0002] The current mainstream single-motor drive system in electric vehicles (i.e., a drive system powered by only one motor) has the following drawbacks: First, due to the limitations of the motor's physical size and weight, its peak torque output capability is limited under high-torque demand conditions such as vehicle start-up, hill climbing, and acceleration for overtaking, making it difficult to meet power requirements. Second, to ensure sufficient power reserve during normal driving, the motor needs to be configured with a large rated power, causing the motor to operate in an inefficient range for extended periods during normal driving, thus increasing overall vehicle energy consumption. In contrast, the dual-motor drive system, through the coordinated work of the two motors and the rational distribution of torque, can not only provide stronger power under high-torque demand conditions but also broaden the motor's efficient operating range, optimizing overall vehicle energy efficiency. Further realization of this advantage relies on the transmission's flexible adjustment of the gear ratio.

[0003] With the technological iteration and increasing demand for high performance in electric vehicles, mechanical two-speed automatic transmissions have been widely used due to their advantage of widening the efficient operating range of the electric motor. However, mechanical two-speed automatic transmissions suffer from power interruption during gear shifting. To address this issue, existing research has proposed a multi-path power compensation scheme based on friction clutch slippage, aiming to achieve power-interrupted gear shifting control. However, due to the additional energy loss generated during friction clutch slippage and the low control precision of the friction clutch, a significant shifting shock occurs when performing power-interrupted control.

[0004] Therefore, how to combine the torque dynamic distribution capability of a dual-motor drive system with the shifting logic of a mechanical automatic two-speed transmission to construct a collaborative control strategy to avoid shifting power interruption and shifting shock is a technical problem that urgently needs to be solved. Summary of the Invention

[0005] In view of the above problems, this application provides a shift control method, a control system, a vehicle powertrain system, and a program product to ensure the continuity and smoothness of power during the shift process. The specific solution is as follows:

[0006] This application provides a non-interrupted gear shifting control method applied to a vehicle powertrain system. The vehicle powertrain system includes a first motor, a second motor, a first transmission, a second transmission, a differential, and a torque coupler. Both the first and second transmissions are mechanical two-speed automatic transmissions. The output terminal of the first motor is mechanically connected to the input terminal of the first transmission, the output terminal of the second motor is mechanically connected to the input terminal of the second transmission, the output terminal of the first transmission is mechanically connected to the first input terminal of the torque coupler, the output terminal of the second transmission is mechanically connected to the second input terminal of the torque coupler, the output terminal of the torque coupler is mechanically connected to the input terminal of the differential, and the output terminal of the differential is mechanically connected to the left and right rear wheels via half-shafts. The method includes:

[0007] The target gear combination of the two transmissions is determined based on the vehicle's driving status information.

[0008] Determine whether the shift from the current gear combination state to the target gear combination state belongs to a preset allowed shift type; the allowed shift type refers to all gear state shift types other than the following two disallowed shift types: both transmissions simultaneously perform first-to-second gear shifting operations; when the target gear or current gear of any motor is in neutral, the other motor performs a first-to-second gear shifting operation; wherein, the first-to-second gear shifting operation refers to the operation of shifting the gear from first gear to second gear, or from second gear to first gear;

[0009] If so, with the goal of keeping the actual wheel torque and vehicle speed constant throughout the entire gear shifting process, the two motors and two transmissions are controlled in a coordinated manner to complete the switch from the current gear combination state to the target gear combination state.

[0010] In one possible implementation, determining the target gear combination state of the two transmissions based on the vehicle's driving status information includes: determining the target gear combination state of the two transmissions based on the vehicle's current speed and the accelerator pedal opening signal.

[0011] In one possible implementation, when the drive mode switching type for the shift from the current gear combination state to the target gear combination state is a shift from a single-motor operating mode to a single-motor operating mode, the coordinated control of the two motors and two transmissions, with the control objective of keeping the actual wheel-end torque and vehicle speed constant throughout the entire shift process, to complete the shift from the current gear combination state to the target gear combination state, includes:

[0012] A first command is issued to adjust the speed of the motor to be started to a target speed; the value of the target speed is such that the vehicle speed remains constant throughout the entire gear shifting process; the motor to be started refers to a motor that is in a stopped state before the gear shift and in a started state after the gear shift;

[0013] When the first instruction is completed, a second instruction is issued to engage the gear sleeve of the transmission corresponding to the motor to be started into the target gear.

[0014] When the second instruction is completed, a third instruction is issued to adjust the torque of the other motor to zero according to the target rate of change, and a fourth instruction is issued to adjust the torque of the motor to be started to the target torque according to the target rate of change. The values ​​of the target torque and the two target rates of change satisfy that the actual torque at the wheel end remains unchanged throughout the entire gear shifting process.

[0015] Upon completion of the third and fourth instructions, a fifth instruction is issued to disengage the engagement sleeve of the transmission corresponding to the other motor from the current gear position.

[0016] Upon completion of the fifth instruction, an instruction is issued to set the speed of the other motor to zero.

[0017] In one possible implementation, when the drive mode switching type for the shift from the current gear combination state to the target gear combination state is a shift from a single-motor operating mode to a dual-motor operating mode, the step of coordinating the control of the two motors and the two transmissions to complete the shift from the current gear combination state to the target gear combination state, with the control objective of keeping the actual wheel-end torque and vehicle speed constant throughout the entire shift process, includes:

[0018] A sixth command is issued to adjust the speed of the motor to be started to a target speed; the target speed is such that the vehicle speed remains constant throughout the gear shifting process; the motor to be started refers to a motor that is in a stopped state before the gear shift and in a starting state after the gear shift.

[0019] When the sixth instruction is completed, a seventh instruction is issued to engage the gear sleeve of the transmission corresponding to the motor to be started into the target gear.

[0020] When the seventh instruction is completed, an eighth instruction is issued to adjust the torque of the other motor to the target torque according to the target rate of change, and a ninth instruction is issued to adjust the torque of the motor to be started to the target torque according to the target rate of change; the values ​​of the two target rates of change and the two target torques satisfy that the actual torque at the wheel end remains unchanged throughout the entire gear shifting process.

[0021] In one possible implementation, when the drive mode switching type for the shift from the current gear combination state to the target gear combination state is a shift from a dual-motor operating mode to a single-motor operating mode, the step of coordinating the control of the two motors and the two transmissions to complete the shift from the current gear combination state to the target gear combination state, with the control objective of keeping the actual wheel-end torque and vehicle speed constant throughout the entire shift process, includes:

[0022] A tenth command is issued to adjust the torque of the motor to be shut down to zero according to the target rate of change, and an eleventh command is issued to adjust the torque of another motor to the target torque according to the target rate of change. The values ​​of the target torque and the two target rates of change are such that the actual torque at the wheel end remains unchanged throughout the entire gear shifting process. The motor to be shut down refers to the motor that is in the starting state before the gear shift and in the stopping state after the gear shift.

[0023] When the tenth and eleventh instructions are completed, a twelfth instruction is issued to disengage the engagement sleeve of the transmission corresponding to the motor to be shut down from the current gear.

[0024] When the twelfth instruction is completed, an instruction is issued to set the speed of the motor to be shut down to zero.

[0025] In one possible implementation, when the drive mode switching type for the shift from the current gear combination state to the target gear combination state is a shift from dual-motor operating mode to dual-motor operating mode, the coordinated control of the two motors and two transmissions, with the control objective of keeping the actual wheel-end torque and vehicle speed constant throughout the entire shift process, to complete the shift from the current gear combination state to the target gear combination state, includes:

[0026] A thirteenth command is issued to adjust the torque of the motor to be shifted to zero according to the target rate of change, and a fourteenth command is issued to adjust the torque of another motor to the target torque according to the target rate of change; the values ​​of the two target rates of change and the target torque are such that the actual torque at the wheel end remains unchanged throughout the shifting process; the motor to be shifted refers to the motor to be subjected to the first-to-second-gear switching operation;

[0027] When the fourteenth and thirteenth instructions are completed, a fifteenth instruction is issued to disengage the engagement sleeve of the transmission corresponding to the motor to be shifted from the current gear.

[0028] When the fifteenth instruction is completed, a sixteenth instruction is issued to adjust the speed of the motor to be shifted to the target speed; the value of the target speed satisfies that the vehicle speed remains constant throughout the entire shifting process;

[0029] When the sixteenth instruction is completed, a seventeenth instruction is issued to engage the gearbox sleeve corresponding to the motor to be shifted into the target gear.

[0030] When the seventeenth instruction is completed, an eighteenth instruction is issued to adjust the torque of the other motor to the target torque according to the target rate of change, and a nineteenth instruction is issued to adjust the torque of the other motor to the target torque according to the target rate of change; wherein, the values ​​of the two target rates of change and the target torque satisfy that the actual torque at the wheel end remains unchanged throughout the entire gear shifting process.

[0031] In one possible implementation, after determining the target gear combination state of the two transmissions based on the vehicle's driving status information, the method further includes: if the target gear combination states determined in two consecutive steps are different, and the time interval between the two determination actions is shorter than a preset value, then the current gear combination state is kept unchanged.

[0032] A second aspect of this application provides a control system, comprising: at least one processor and a memory connected to the processor, wherein:

[0033] The memory is used to store computer programs;

[0034] The processor is used to execute the computer program so that the control system can implement the powerless interruption shift control method as described in the first aspect or any implementation thereof.

[0035] A third aspect of this application provides a vehicle powertrain system, comprising: a first motor, a second motor, a first transmission, a second transmission, a differential, a torque coupler, and the control system described in the second aspect above;

[0036] Both the first transmission and the second transmission are mechanical automatic two-speed transmissions; the output end of the first motor is mechanically connected to the input end of the first transmission, the output end of the second motor is mechanically connected to the input end of the second transmission, the output end of the first transmission is mechanically connected to the first input end of the torque coupler, the output end of the second transmission is mechanically connected to the second input end of the torque coupler, the output end of the torque coupler is mechanically connected to the input end of the differential, and the output end of the differential is mechanically connected to the left rear wheel and the right rear wheel through a half-shaft;

[0037] The control system is communicatively connected to the first motor, the second motor, the first gearbox, and the second gearbox.

[0038] The fourth aspect of this application provides a computer program product including computer-readable instructions that, when executed on a control system, cause the control system to implement the power-free interruption gear shifting control method described in the first aspect or any implementation thereof.

[0039] By employing the above technical solution, the power-interruption-free gear shifting control method provided in this application is adapted to vehicle power systems that use a dual-motor drive system as the core of power output and a dual-mechanical automatic two-speed transmission as the gear ratio adjustment unit. After determining the target gear combination state of the two transmissions, this method judges whether the shift from the current gear combination state to the target gear combination state belongs to a preset permissible shift type; if so, it performs coordinated control of the two motors and the two transmissions to complete the gear shift. Since this permissible shift type eliminates the risk of power interruption or shock, and the coordinated control is based on the constraint that the actual wheel-end torque and vehicle speed remain unchanged during the shifting process, it ensures the continuity and smoothness of power during the shifting process. Attached Figure Description

[0040] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. Throughout the drawings, the same or similar reference numerals denote the same or similar elements. It should be understood that the drawings are schematic, and the originals and elements are not necessarily drawn to scale.

[0041] Figure 1 A schematic diagram of a vehicle powertrain structure is provided in this application;

[0042] Figure 2 A flowchart of a non-powered interruption gear shifting control method provided in this application;

[0043] Figure 3 This application provides a flowchart of a collaborative control method for two motors and two transmissions in Mode 1.

[0044] Figure 4 This application provides a schematic diagram showing the torque and speed changes of the two motors during the switching process from SM1 to SM3; wherein SM1 indicates that the first gearbox is in first gear and the second gearbox is in neutral, and SM3 indicates that the second gearbox is in first gear and the first gear is in neutral;

[0045] Figure 5 A flowchart of a collaborative control method for two motors and two transmissions for mode two is provided in this application;

[0046] Figure 6 This application provides a schematic diagram showing the torque and speed changes of the two motors during the switching process from SM1 to DM5; wherein SM1 represents the first gearbox being in first gear and the second gearbox being in neutral, and DM5 represents the first gearbox being in first gear and the second gear being in first gear.

[0047] Figure 7 This application provides a flowchart of a collaborative control method for two motors and two transmissions in mode three.

[0048] Figure 8 This application provides a schematic diagram showing the torque and speed changes of the two motors during the switching process from DM5 to SM1; wherein SM1 represents the first gearbox being in first gear and the second gearbox being in neutral, and DM5 represents the first gearbox being in first gear and the second gear being in first gear.

[0049] Figure 9 A flowchart of a collaborative control method for two motors and two transmissions for mode four is provided in this application;

[0050] Figure 10 This application provides a schematic diagram showing the torque and speed changes of the two motors during the switching process from DM5 to DM6; wherein DM5 represents the first gearbox being in first gear and the second gearbox being in first gear, and DM6 represents the first gearbox being in first gear and the second gear being in second gear.

[0051] Figure label:

[0052] 1-First motor; 2-Second motor; 3-First gearbox; 4-Second gearbox; 5-Differential; 6-Torque coupler; 7-Vehicle controller; 8-First shift controller; 9-Second shift controller; 10-First motor controller; 11-Second motor controller; 12-Left rear wheel; 13-Right rear wheel. Detailed Implementation

[0053] To address the issues of power interruption and shock during gear shifting in mechanical two-speed automatic transmissions, this application provides a power-interruption-free gear shifting control method adapted to vehicle power systems that use a dual-motor drive system as the core power output and dual mechanical two-speed automatic transmissions as the gear ratio adjustment unit. After determining the target gear combination state of the two transmissions, the method judges whether the shift from the current gear combination state to the target gear combination state falls under a preset permissible shift type. If so, the two motors and two transmissions are coordinated for control to complete the gear shift. Since this permissible shift type eliminates the risk of power interruption or shock, and the coordinated control is based on the constraint that the actual wheel torque and vehicle speed remain constant during the shifting process, the continuity and smoothness of power during the shifting process are ensured.

[0054] The following description, in conjunction with the accompanying drawings, describes a power-interrupted gear shifting control method and its adapted vehicle powertrain system according to embodiments of this application. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in these embodiments are equally applicable to similar technical problems.

[0055] The terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms are interchangeable where appropriate; this is merely a way of distinguishing objects with the same attributes in the embodiments of this application. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion, so that a process, method, system, product, or apparatus that comprises a series of elements is not necessarily limited to those elements but may include other elements not explicitly listed or inherent to those processes, methods, products, or apparatuses.

[0056] See Figure 1 The vehicle power system adapted to the power-interruption shift control method provided in this application includes: a first motor 1, a second motor 2, a first transmission 3, a second transmission 4, a differential 5, a torque coupler 6, a vehicle controller 7, a first shift controller 8, a second shift controller 9, a first motor controller 10, and a second motor controller 11.

[0057] Among them, the first transmission 3 and the second transmission 4 are both mechanical automatic two-speed transmissions. Mechanical automatic two-speed transmissions refer to two-speed transmissions that use Automated Mechanical Transmission (AMT) technology; AMT refers to a transmission technology that is based on the structure of a traditional manual transmission, and replaces the driver's manual operation by integrating sensors, electronic control units and actuators (such as motors or hydraulic systems) to complete clutch control, gear shifting and avoid power interruption, thereby realizing automatic gear shifting.

[0058] The Vehicle Control Unit (VCU) is the core control unit in a vehicle (such as an electric vehicle or a hybrid vehicle). It is responsible for coordinating and managing the vehicle's power system, energy management system, and other electronic control units to achieve efficient, safe, and intelligent operation of the entire vehicle.

[0059] The Transmission Control Unit (TCU) is a type of electronic control unit that monitors and manages the operating status of the transmission. It uses sensor data (such as vehicle speed, motor speed, throttle opening, etc.) to adjust the shift logic, clutch operation, and power transmission strategy in real time to optimize driving performance and vehicle economy.

[0060] Figure 1 The connection relationships between the various components are as follows:

[0061] The output end of the first motor 1 is mechanically connected to the input end of the first gearbox 3, and the output end of the second motor 2 is mechanically connected to the input end of the second gearbox 4.

[0062] The output end of the first transmission 3 is mechanically connected to the first input end of the torque coupler 6, and the output end of the second transmission 4 is mechanically connected to the second input end of the torque coupler 6.

[0063] The output end of torque coupler 6 is mechanically connected to the input end of differential 5; the output end of differential 5 is mechanically connected to the left rear wheel 12 and the right rear wheel 13 through half shafts.

[0064] The vehicle controller 7 is communicatively connected to the first shift controller 8, the second shift controller 9, the first motor controller 10, and the second motor controller 11; the first motor controller 10 is communicatively connected to the first motor 1, and the second motor controller 11 is communicatively connected to the second motor 2; the first shift controller 8 is communicatively connected to the first transmission 3, and the second shift controller 9 is communicatively connected to the second transmission 4.

[0065] Based on the mechanical connection of corresponding components in the vehicle powertrain system: Torque coupler 6 couples the power output from the first motor 1 via the first transmission 3 and the power output from the second motor 2 via the second transmission 4 (the torques output from the two transmissions are transmitted to torque coupler 6 through their respective input terminals. Torque coupler 6 can synthesize different torques received from the first and second input terminals. For example, under rapid acceleration conditions, the larger torques output from the two transmissions are synthesized by torque coupler 6 to provide strong driving force for the vehicle). Through a precise internal transmission structure and control strategy, torque coupler 6 stably transmits the synthesized power to differential 5. Then, differential 5, according to driving conditions, rationally distributes the power to the left rear wheel 12 and the right rear wheel 13 through the left and right half-shafts, ensuring that the vehicle can achieve smooth and efficient driving under various road conditions.

[0066] Based on the communication connection in the vehicle power system: The power-interruption-free shift control method provided in this application embodiment is executed in a unified manner by the vehicle controller 7, and is also executed in coordination by the first shift controller 8, the second shift controller 9, the first motor controller 10 and the second motor controller 11, issuing corresponding control commands to ensure the power continuity and smoothness of the shift process.

[0067] See Figure 2 The power-interrupted gear shifting control method provided in this application includes:

[0068] Step S01: Determine the target gear combination state of the two transmissions based on the vehicle's driving status information, and then proceed to step S02.

[0069] Specifically, based on the number of motors involved, the drive mode (i.e. the working mode of a dual-motor drive system) is divided into single-motor working mode and dual-motor working mode.

[0070] Based on the gear combination states of the two transmissions, the single-motor operating mode includes the following four gear combination states:

[0071] SM1: The first gear is in first gear and the second gear is in neutral;

[0072] SM2: The first gear is in second gear and the second gear is in neutral;

[0073] SM3: The second gear is in first gear and the first gear is in neutral;

[0074] SM4: The second gear is in second gear and the first gear is in neutral.

[0075] Based on the gear combination states of the two transmissions, the dual-motor operating mode includes the following four gear combination states:

[0076] DM5: The first gearbox is in first gear and the second gearbox is in first gear;

[0077] DM6: The first gearbox is in first gear and the second gearbox is in second gear;

[0078] DM7: The first gearbox is in second gear and the second gearbox is in first gear;

[0079] DM8: The first gearbox is in second gear and the second gearbox is in second gear.

[0080] In summary, there are eight possible gear combinations for the two transmissions: SM1, SM2, SM3, SM4, DM5, DM6, DM7, and DM8. Among these, based on... Figure 1 The system structure shown indicates that when the first gearbox is in first or second gear, the first motor and the first gearbox work together to output power; when the first gearbox is in neutral, the first motor has no power output; when the second gearbox is in first or second gear, the second motor and the second gearbox work together to output power; when the second gearbox is in neutral, the second motor has no power output.

[0081] The target gear combination state of the two transmissions is determined by the vehicle's driving status information, specifically, it is usually determined by the vehicle speed and accelerator pedal opening signal. The vehicle controller is pre-configured with a MAP (i.e., a three-dimensional data table) based on the vehicle speed and accelerator pedal opening signal. This MAP stores the target gear combination state corresponding to different combinations of vehicle speed and accelerator pedal opening signal.

[0082] Step S02: Determine whether the shift from the current gear combination state to the target gear combination state belongs to the preset allowed shift type. If yes, proceed to step S03; otherwise, return to step S01.

[0083] Step S03: With the goal of keeping the actual wheel torque and vehicle speed constant throughout the entire gear shifting process, the two motors and two transmissions are controlled in coordination to complete the switch from the current gear combination state to the target gear combination state. At this point, the control of this round ends.

[0084] Specifically, based on the type of driving mode to which different gear combination states belong, the switching between the above eight gear combination states can be divided into the following four types of driving mode switching:

[0085] The first drive mode switching type (referred to as "Mode 1"): switching from single motor working mode to single motor working mode;

[0086] The second drive mode switching type (referred to as "Mode Two"): switching from single-motor working mode to dual-motor working mode;

[0087] The third drive mode switching type (referred to as "Mode 3"): switching from dual-motor working mode to single-motor working mode;

[0088] The fourth drive mode switching type (referred to as "Mode 4"): switching from dual-motor working mode to dual-motor working mode.

[0089] In theory, any two different gear combinations can be switched between each other. However, to avoid power interruption and shock during gear shifting and to improve the driving experience, this application embodiment pre-sets gear combination switching that meets the following two conditions as a type that does not allow gear shifting:

[0090] 1. In Mode 4, both transmissions simultaneously perform first and second gear shifting operations; first and second gear shifting operations refer to shifting the gear from first gear to second gear, or from second gear to first gear.

[0091] 2. In modes one through three, when the target gear or current gear of any motor is in neutral, the other motor performs a gear switching operation from first to second gear;

[0092] All shifting types other than those not permitted by the above are permitted shifting types.

[0093] The table below shows the permitted / disallowed shifting types and drive mode switching types. In Table 1, "×" indicates that shifting from the current gear combination to the target gear combination is a disallowed shifting type. "Mode 1" in Table 1 indicates that shifting from the current gear combination to the target gear combination is both a permitted shifting type and Mode 1. The meanings of "Mode 2," "Mode 3," and "Mode 4" in Table 1 can be derived similarly.

[0094] Table 1 - Comparison of Permitted / Disallowed Gear Shifting Types and Drive Mode Switching Types

[0095]

[0096] When the shift from the current gear combination to the target gear combination is a permissible shift type, the two motors and two transmissions are coordinated and controlled to complete the gear shift. Because this permissible shift type eliminates the risk of power interruption or shock, and the coordinated control is based on the constraint that the actual wheel torque and vehicle speed remain unchanged during the shift, the continuity and smoothness of power during the shift process are ensured.

[0097] In one possible implementation, the power-interrupted gear shifting control method provided in this application is executed by the vehicle controller. When the vehicle controller identifies the allowed gear shifting type, the first gear shifting controller and the second gear shifting controller jointly take over the control of the vehicle controller. The first gear shifting controller controls the first transmission and the first motor controller, the first motor controller then controls the first motor, the second gear shifting controller controls the second transmission and the second motor controller, and the second motor controller then controls the second motor to complete the gear shifting operation.

[0098] Among them, when switching from the current gear combination state to the target gear combination state to a permitted shift type (prerequisite), the specific collaborative control methods of the two motors and two transmissions are also different depending on the type of drive mode switching that the switch from the current gear combination state to the target gear combination state belongs to.

[0099] See Figure 3 Under the aforementioned preconditions, when the drive mode switching type is mode one, the coordinated control method of the two motors and two transmissions includes:

[0100] Step S31: Issue a first command to adjust the speed of the motor to be started to the target speed, and then proceed to step S32; the target speed is such that the vehicle speed remains constant throughout the entire gear shifting process; the motor to be started refers to a motor that is in a stopped state before gear shifting and in a started state after gear shifting.

[0101] Step S32: When the first instruction is completed, a second instruction is issued to engage the gearbox sleeve corresponding to the motor to be started into the target gear, and then proceed to step S33.

[0102] Step S33: When the second instruction is completed, a third instruction is issued to adjust the torque of the other motor to zero according to the target rate of change, and a fourth instruction is issued to adjust the torque of the motor to be started to the target torque according to the target rate of change. Then proceed to step S34. The values ​​of the target torque and the two target rates of change are such that the actual torque at the wheel end remains unchanged throughout the entire gear shifting process.

[0103] Step S34: When the third and fourth instructions are completed, a fifth instruction is issued to disengage the engagement sleeve of the transmission corresponding to the other motor from the current gear position, and then proceed to step S35.

[0104] Step S35: When the fifth instruction is completed, issue an instruction to set the speed of the other motor to zero.

[0105] Specifically, after issuing a command to adjust to the target parameters, if the actual parameters reach within a preset allowable error range, the command is considered to have been executed successfully. For example, when the torque of the other motor reaches or is very close to zero, the fifth command can be considered to have been executed successfully.

[0106] Specifically, under the aforementioned preconditions, the cooperative control method in Mode 1 issues commands in stages, using a progressive logic of "speed pre-matching → mechanical gear engagement → seamless torque transfer → disengagement from the original gear → motor speed reset to zero" to achieve power continuity and smoothness during gear shifting: First, the speed of the motor to be started is adjusted to the target speed that ensures the vehicle speed remains constant during gear shifting. This step eliminates the speed difference during subsequent gear engagement, creating conditions for smooth gear shifting. Then, the transmission engagement sleeve corresponding to the motor to be started is engaged in the target gear. At this point, because the speeds are matched, the engagement sleeve can smoothly mesh, completing the mechanical operation of gear shifting. Then, the torque of the other motor is adjusted to zero according to the target rate of change, while the torque of the motor to be started is adjusted to the target torque according to the target rate of change. The value of the target torque must ensure that the gear shift is open. The actual torque at the wheel end is consistent at the start and end of the shift. The two target change rates need to be balanced by a dynamic balancing mechanism (i.e., the decrease in torque of the other motor and the increase in torque of the motor to be started are equal after conversion by their respective transmission ratios) to ensure that the actual torque at the wheel end remains constant during the shift, thereby achieving seamless power switching and avoiding shocks caused by sudden torque changes. Then, the transmission engagement sleeve corresponding to the other motor is disengaged from the current gear. At this time, the other motor has no power output, and the disengagement operation will not affect the torque at the wheel end. Finally, the speed of the other motor is set to zero, so that it is completely switched from the working state to the shutdown state. This avoids ineffective energy consumption in the non-working state and reserves initial conditions for the next possible start-up, forming a complete closed loop of "new motor intervention → old motor withdrawal → state reset", which takes into account both process continuity and system economy.

[0107] Under the aforementioned preconditions, taking the switch from SM1 to SM3 as an example, the motor to be started is the second motor, the shift controller corresponding to the second motor is the second shift controller, the motor controller corresponding to the second motor is the second motor controller, and the gearbox corresponding to the second motor is the second gearbox; the other motor is the first motor, the shift controller corresponding to the first motor is the first shift controller, the motor controller corresponding to the first motor is the first motor controller, and the gearbox corresponding to the first motor is the first gearbox. Figure 3 See the method shown below. Figure 4 The diagram shows the torque and speed changes of the two motors during the switching process from SM1 to SM3, which has the following three stages (the vehicle controller stores the following vehicle parameters: first gear ratio i1 of the first transmission, second gear ratio i2 of the first transmission, first gear ratio i3 of the second transmission, second gear ratio i4 of the second transmission, and differential ratio i0). In addition, the vehicle controller also acquires the torque T of the first motor in real time. MG1 The rotational speed n of the second motor MG2 The rotational speed n of the first motor MG1 The speed n of the second motor MG2(Vehicle driving status information, etc.):

[0108] Phase 1: At time 0, the first command is issued to increase the speed n of the second motor. MG2 The rotational speed gradually increases from zero at time 0 to the target rotational speed n2 = n at time t1. MG1 ×i3 / i1, then a second command is issued to engage the first gear of the second transmission (the engagement process takes a very short time and can be ignored); during the time interval 0 to t1, the torque T of the first motor is... MG1 The torque T of the second motor remains a non-zero value. MG2 Keeping it at zero, the speed n of the first motor MG1 It remains a non-zero value.

[0109] Phase 2: At time t1, the third and fourth commands are issued to increase the torque T of the first motor. MG1 According to the target rate of change ΔT MG1 The torque gradually decreases to zero at time t2, while simultaneously reducing the torque T of the second motor. MG2 According to the target rate of change ΔT MG2 The torque gradually increases to the target torque T2 at time t2; since the actual torque at the wheel end remains constant throughout the shifting process, ΔT is satisfied. MG1 ×i1=ΔT MG2 ×i3 and T MG1 ×i1+T MG2 ×i3=T req / i0, and since at time t2 T MG1 =0, therefore T2 = T req / i0 / i3;T req To meet the torque requirements at the wheel ends, T... req It remains unchanged.

[0110] Phase 3: At time t2, the fifth command is issued to disengage the engagement sleeve of the first gearbox from the first gear position (the disengagement process takes a very short time and can be ignored). Subsequently, a zero-speed command is issued to set the speed of the first motor to n. MG1 It gradually decreases to zero speed at time t3.

[0111] See Figure 5 Under the aforementioned preconditions, when the drive mode switching type is mode two, the coordinated control method of the two motors and two transmissions includes:

[0112] Step S51: Issue a sixth command to adjust the speed of the motor to be started to the target speed; the value of the target speed is such that the vehicle speed remains constant throughout the entire gear shifting process;

[0113] Step S52: When the sixth instruction is completed, a seventh instruction is issued to engage the gearbox sleeve corresponding to the motor to be started into the target gear.

[0114] Step S53: When the seventh instruction is completed, an eighth instruction is issued to adjust the torque of the other motor to the target torque according to the target rate of change, and a ninth instruction is issued to adjust the torque of the motor to be started to the target torque according to the target rate of change; the values ​​of the two target rates of change and the two target torques satisfy that the actual torque at the wheel end remains unchanged throughout the entire gear shifting process.

[0115] Assuming the above prerequisites are met, taking the switch from SM1 to DM5 as an example, the motor to be started is the second motor, and the other motor is the first motor. Then, in... Figure 5 See the method shown below. Figure 6 The diagram shown illustrates the torque and speed changes of the two motors during the switching process from SM1 to DM5, and includes the following two stages:

[0116] Phase 1: At time 0, the sixth command is issued to increase the speed n of the second motor. MG2 The rotational speed gradually increases from zero at time 0 to the target rotational speed n2 = n at time t1. MG1 ×i3 / i1, then the seventh command is issued to engage the second transmission's engagement sleeve into the first gear (the engagement process takes a very short time and can be ignored); during the time interval 0 to t1, T MG1 Keep it as a non-zero value; T MG2 Keep it as 0; n MG1 Keep it as a non-zero value;

[0117] Phase 2: At time t1, the eighth and ninth commands are issued to increase the torque T of the first motor. MG1 According to the target rate of change ΔT MG1 The torque gradually decreases to T1 at time t2, while the torque T of the second motor... MG2 According to the target rate of change ΔT MG2 The torque gradually increases to the target torque T2 at time t2; since the actual torque at the wheel end remains constant throughout the entire gear shift, ΔT is always satisfied throughout the entire gear shift. MG1 ×i1=ΔT MG2 ×i3 and T MG1 ×i1+T MG2 ×i3=T req / i0, therefore T1×i1+T2×i3=T req / i0.

[0118] See Figure 7 Under the aforementioned preconditions, when the drive mode switching type is mode three, the coordinated control method of the two motors and two transmissions includes:

[0119] Step S71: Issue a tenth command to adjust the torque of the motor to be shut down to zero according to the target rate of change, and simultaneously issue an eleventh command to adjust the torque of another motor to the target torque according to the target rate of change; the values ​​of the target torque and the two target rates of change are such that the actual torque at the wheel end remains unchanged throughout the entire gear shifting process; the motor to be shut down refers to the motor that is in the starting state before the gear shift and in the stopping state after the gear shifting.

[0120] Step S72: When the tenth and eleventh instructions are completed, a twelfth instruction is issued to disengage the engagement sleeve of the transmission corresponding to the motor to be shut down from the current gear.

[0121] Step S73: When the twelfth instruction is completed, issue an instruction to set the speed of the motor to be shut down to zero.

[0122] Assuming the above preconditions are met, taking the switch from DM5 to SM1 as an example, the motor to be shut down is the second motor, and the other motor is the first motor. Then, in... Figure 7 See the method shown below. Figure 8 The diagram shown illustrates the torque and speed changes of the two motors during the switching process from DM5 to SM1, and includes the following three stages:

[0123] Phase 1: At time t1, the tenth and eleventh commands are issued to increase the torque T of the first motor. MG1 According to the target rate of change ΔT MG1 The torque gradually increases to the target torque T1 at time t2, while the torque T of the second motor... MG2 According to the target rate of change ΔT MG2 The torque gradually decreases to 0 at time t2; since the actual torque at the wheel end remains constant throughout the entire gear shift, ΔT is always satisfied throughout the entire gear shift. MG1 ×i1=ΔT MG2 ×i3 and T MG1 ×i1+T MG2 ×i3=Treq / i0, and since T at time t2 MG2 =0, therefore T1 = T req / i0 / i1. At times t1 to t2, n MG1 n MG2 All remain a non-zero value.

[0124] Phase 2: At time t2, the twelfth command is issued to disengage the engagement sleeve of the second gearbox from the first gear position (the disengagement process takes a very short time and can be ignored). Subsequently, a zero-speed command is issued to set the speed of the second motor to n. MG2 It gradually decreases to zero speed at time t3.

[0125] See Figure 9Under the aforementioned preconditions, when the drive mode switching type is mode four, the coordinated control method of the two motors and two transmissions includes:

[0126] Step S91: Issue a thirteenth command to adjust the torque of the motor to be shifted to zero according to the target rate of change, and simultaneously issue a fourteenth command to adjust the torque of another motor to the target torque according to the target rate of change; the values ​​of the two target rates of change and the target torque satisfy that the actual torque at the wheel end remains unchanged throughout the entire shifting process; the motor to be shifted refers to the motor to be switched between first and second gears;

[0127] Step S92: When the fourteenth and thirteenth instructions are completed, a fifteenth instruction is issued to disengage the engagement sleeve of the transmission corresponding to the motor to be shifted from the current gear.

[0128] Step S93: When the fifteenth instruction is completed, a sixteenth instruction is issued to adjust the speed of the motor to be shifted to the target speed; the value of the target speed satisfies that the vehicle speed remains constant throughout the shifting process;

[0129] Step S94: When the sixteenth instruction is completed, a seventeenth instruction is issued to engage the gearbox sleeve corresponding to the motor to be shifted into the target gear.

[0130] Step S95: When the seventeenth instruction is completed, an eighteenth instruction is issued to adjust the torque of the other motor to the target torque according to the target rate of change, and a nineteenth instruction is issued to adjust the torque of the other motor to the target torque according to the target rate of change; wherein, the values ​​of the two target rates of change and the target torque satisfy that the actual torque at the wheel end remains unchanged throughout the entire gear shifting process.

[0131] Assuming the above prerequisites are met, taking the switch from DM5 to DM6 as an example, the motor to be switched is the second motor, and the other motor is the first motor. Then, in... Figure 9 See the method shown below. Figure 10 The diagram shown illustrates the torque and speed changes of the two motors during the switch from DM5 to DM6, and includes the following three stages:

[0132] Phase 1: At time t1, the thirteenth and fourteenth commands are issued to increase the torque T of the second motor. MG2 According to the target rate of change ΔT MG20 Gradually decreasing to 0, while the torque T of the first motor... MG1 According to the target rate of change ΔT MG10 Gradually increase to the target torque T 10 Since the actual torque at the wheel end remains constant throughout the entire gear shifting process, the ΔT condition is always satisfied throughout the entire gear shifting process. MG10 ×i1=ΔTMG20 ×i3 and T MG1 ×i1+T MG2 ×i3=Treq / i0, and since T at time t2 MG2 =0, therefore T 10 =T req / i0 / i1. At times t1 to t2, n MG1 n MG2 All remain a non-zero value.

[0133] Phase 2: At time t2, the fifteenth command is issued to disengage the engagement sleeve of the second transmission from the first gear position (the disengagement process takes a very short time and can be ignored); subsequently, the sixteenth command is issued to adjust the speed of the second motor to the target speed n2 = n at time t3. MG1 ×i3 / i1;

[0134] Phase 3: At time t3, the seventeenth command is issued to engage the second gearbox's engagement sleeve into the second gear (the engagement process takes a very short time and can be ignored). Subsequently, the eighteenth and nineteenth commands are issued to adjust the torque of the first motor according to the target rate of change ΔT. MG1 Adjust to the target torque T1, and simultaneously adjust the torque of the second motor according to the target rate of change ΔT. MG2 Adjust to the target torque T2; where, since the actual torque at the wheel end remains constant throughout the entire shifting process, ΔT is always satisfied throughout the entire shifting process. MG1 ×i1=ΔT MG2 ×i3 and T MG1 ×i1+T MG2 ×i3=Treq / i0, therefore T1×i1+T2×i3=Treq / i0.

[0135] Furthermore, based on the aforementioned uninterrupted gear shift control method, after determining the target gear combination state of the two transmissions according to the vehicle's driving status information, the method may further include: if two adjacent determined target gear combination states are different, and the time interval between the two determination actions is shorter than a preset value, then the current gear combination state remains unchanged. In other words, to shorten shift time and further improve the driving experience during gear shifting, continuous gear shifting between the two transmissions in a short period is not permitted. Continuous gear shifting of a single transmission refers to two or more gear changes occurring within a short period during a single gear state switching process. For example, a continuous change from first gear to neutral to second gear in a short period is not allowed for the first transmission.

[0136] Furthermore, this application embodiment also provides a control system, which, in terms of hardware logic architecture, includes at least one processor and a memory connected to the processor, wherein:

[0137] The memory is used to store computer programs;

[0138] The processor is used to execute the computer program so that the control system can implement any of the powerless interruption shift control methods provided in the embodiments of this application.

[0139] In terms of functional components, the control system includes: a first motor controller, a second motor controller, a first shift controller, and a second shift controller.

[0140] This application also provides a vehicle power system, including: a first motor, a second motor, a first transmission, a second transmission, a differential, a torque coupler, and any of the control systems provided in this application.

[0141] Both the first transmission and the second transmission are mechanical automatic two-speed transmissions; the output end of the first motor is mechanically connected to the input end of the first transmission, the output end of the second motor is mechanically connected to the input end of the second transmission, the output end of the first transmission is mechanically connected to the first input end of the torque coupler, the output end of the second transmission is mechanically connected to the second input end of the torque coupler, the output end of the torque coupler is mechanically connected to the input end of the differential, and the output end of the differential is mechanically connected to the left rear wheel and the right rear wheel through a half-shaft;

[0142] The control system is communicatively connected to the first motor, the second motor, the first gearbox, and the second gearbox.

[0143] This application also provides a computer program product including computer-readable instructions, which, when executed on a control system, cause the control system to implement any of the power-free interruption gear shifting control methods provided in this application.

[0144] This application also provides a computer-readable storage medium that carries one or more computer programs. When the one or more computer programs are executed by the control system, the control system can implement any of the powerless interruption shift control methods provided in this application.

[0145] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions may be transmitted from one website, computer, training device, or data center to another website, computer, training device, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device or data center that integrates one or more available media. The available media may be magnetic media (e.g., floppy disks, hard disks, magnetic tapes), optical media (e.g., DVDs), or semiconductor media (e.g., solid-state drives (SSDs)).

[0146] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the embodiments of this application. Therefore, the embodiments of this application are not to be limited to the embodiments shown herein, but are to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for unpowered interrupted gear shifting control, characterized in that, The method is applied to a vehicle powertrain system, which includes a first motor, a second motor, a first transmission, a second transmission, a differential, and a torque coupler. Both the first and second transmissions are mechanical two-speed automatic transmissions. The output of the first motor is mechanically connected to the input of the first transmission, the output of the second motor is mechanically connected to the input of the second transmission, the output of the first transmission is mechanically connected to the first input of the torque coupler, the output of the second transmission is mechanically connected to the second input of the torque coupler, the output of the torque coupler is mechanically connected to the input of the differential, and the output of the differential is mechanically connected to the left and right rear wheels via half-shafts. The method includes: The target gear combination of the two transmissions is determined based on the vehicle's driving status information. Determine whether the shift from the current gear combination state to the target gear combination state belongs to a preset allowed shift type; the allowed shift type refers to all gear state shift types other than the following two disallowed shift types: both transmissions simultaneously perform first-to-second gear shifting operations; when the target gear or current gear of any motor is in neutral, the other motor performs a first-to-second gear shifting operation; wherein, the first-to-second gear shifting operation refers to the operation of shifting the gear from first gear to second gear, or from second gear to first gear; If so, with the goal of keeping the actual wheel torque and vehicle speed constant throughout the entire gear shifting process, the two motors and two transmissions are controlled in a coordinated manner to complete the switch from the current gear combination state to the target gear combination state.

2. The non-powered interruption gear shifting control method according to claim 1, characterized in that, The step of determining the target gear combination state of the two transmissions based on the vehicle's driving status information includes: determining the target gear combination state of the two transmissions based on the vehicle's current speed and the accelerator pedal opening signal.

3. The non-powered interruption gear shifting control method according to claim 1, characterized in that, When the drive mode switching type for the transition from the current gear combination state to the target gear combination state is a switch from single-motor operating mode to single-motor operating mode, the control objective is to keep the actual wheel-end torque and vehicle speed constant throughout the entire gear shift process. This involves coordinated control of the two motors and two transmissions to complete the switch from the current gear combination state to the target gear combination state, including: A first command is issued to adjust the speed of the motor to be started to a target speed; the value of the target speed is such that the vehicle speed remains constant throughout the entire gear shifting process; the motor to be started refers to a motor that is in a stopped state before the gear shift and in a started state after the gear shift; When the first instruction is completed, a second instruction is issued to engage the gear sleeve of the transmission corresponding to the motor to be started into the target gear. When the second instruction is completed, a third instruction is issued to adjust the torque of the other motor to zero according to the target rate of change, and a fourth instruction is issued to adjust the torque of the motor to be started to the target torque according to the target rate of change. The values ​​of the target torque and the two target rates of change satisfy that the actual torque at the wheel end remains unchanged throughout the entire gear shifting process. Upon completion of the third and fourth instructions, a fifth instruction is issued to disengage the engagement sleeve of the transmission corresponding to the other motor from the current gear position. Upon completion of the fifth instruction, an instruction is issued to set the speed of the other motor to zero.

4. The non-powered interruption gear shifting control method according to claim 1, characterized in that, When the drive mode switching type for the transition from the current gear combination to the target gear combination is a switch from a single-motor working mode to a dual-motor working mode, the control objective is to keep the actual wheel-end torque and vehicle speed constant throughout the entire gear shift. This involves coordinated control of the two motors and two transmissions to complete the transition from the current gear combination to the target gear combination, including: A sixth command is issued to adjust the speed of the motor to be started to a target speed; the target speed is such that the vehicle speed remains constant throughout the gear shifting process; the motor to be started refers to a motor that is in a stopped state before the gear shift and in a starting state after the gear shift. When the sixth instruction is completed, a seventh instruction is issued to engage the gear sleeve of the transmission corresponding to the motor to be started into the target gear. When the seventh instruction is completed, an eighth instruction is issued to adjust the torque of the other motor to the target torque according to the target rate of change, and a ninth instruction is issued to adjust the torque of the motor to be started to the target torque according to the target rate of change; the values ​​of the two target rates of change and the two target torques satisfy that the actual torque at the wheel end remains unchanged throughout the entire gear shifting process.

5. The non-powered interruption gear shifting control method according to claim 1, characterized in that, When the drive mode switching type for the transition from the current gear combination state to the target gear combination state is a switch from a dual-motor working mode to a single-motor working mode, the control objective is to keep the actual wheel-end torque and vehicle speed constant throughout the entire gear shift process. This involves coordinated control of the two motors and two transmissions to complete the transition from the current gear combination state to the target gear combination state, including: A tenth command is issued to adjust the torque of the motor to be shut down to zero according to the target rate of change, and an eleventh command is issued to adjust the torque of another motor to the target torque according to the target rate of change. The values ​​of the target torque and the two target rates of change are such that the actual torque at the wheel end remains unchanged throughout the entire gear shifting process. The motor to be shut down refers to the motor that is in the starting state before the gear shift and in the stopping state after the gear shift. When the tenth and eleventh instructions are completed, a twelfth instruction is issued to disengage the engagement sleeve of the transmission corresponding to the motor to be shut down from the current gear. When the twelfth instruction is completed, an instruction is issued to set the speed of the motor to be shut down to zero.

6. The non-powered interruption gear shifting control method according to claim 1, characterized in that, When the drive mode switching type for the transition from the current gear combination state to the target gear combination state is a transition from dual-motor operating mode to dual-motor operating mode, the control objective is to keep the actual wheel-end torque and vehicle speed constant throughout the entire gear shift process. This involves coordinated control of the two motors and two transmissions to complete the transition from the current gear combination state to the target gear combination state, including: A thirteenth command is issued to adjust the torque of the motor to be shifted to zero according to the target rate of change, and a fourteenth command is issued to adjust the torque of another motor to the target torque according to the target rate of change; the values ​​of the two target rates of change and the target torque are such that the actual torque at the wheel end remains unchanged throughout the shifting process; the motor to be shifted refers to the motor to be subjected to the first-to-second-gear switching operation; When the fourteenth and thirteenth instructions are completed, a fifteenth instruction is issued to disengage the engagement sleeve of the transmission corresponding to the motor to be shifted from the current gear. When the fifteenth instruction is completed, a sixteenth instruction is issued to adjust the speed of the motor to be shifted to the target speed; the value of the target speed satisfies that the vehicle speed remains constant throughout the entire shifting process; When the sixteenth instruction is completed, a seventeenth instruction is issued to engage the gearbox sleeve corresponding to the motor to be shifted into the target gear. When the seventeenth instruction is completed, an eighteenth instruction is issued to adjust the torque of the other motor to the target torque according to the target rate of change, and a nineteenth instruction is issued to adjust the torque of the other motor to the target torque according to the target rate of change; wherein, the values ​​of the two target rates of change and the target torque satisfy that the actual torque at the wheel end remains unchanged throughout the entire gear shifting process.

7. The non-powered interruption gear shifting control method according to any one of claims 1 to 6, characterized in that, After determining the target gear combination state of the two transmissions based on the vehicle's driving status information, the method further includes: if the target gear combination states determined in two consecutive steps are different, and the time interval between the two determination actions is shorter than a preset value, then the current gear combination state remains unchanged.

8. A control system, characterized in that, include: At least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program so that the control system can implement the powerless interruption shift control method as described in any one of claims 1 to 7.

9. A vehicle powertrain system, characterized in that, include: The first motor, the second motor, the first transmission, the second transmission, the differential, the torque coupler, and the control system as described in claim 8; Both the first transmission and the second transmission are mechanical automatic two-speed transmissions; the output end of the first motor is mechanically connected to the input end of the first transmission, the output end of the second motor is mechanically connected to the input end of the second transmission, the output end of the first transmission is mechanically connected to the first input end of the torque coupler, the output end of the second transmission is mechanically connected to the second input end of the torque coupler, the output end of the torque coupler is mechanically connected to the input end of the differential, and the output end of the differential is mechanically connected to the left rear wheel and the right rear wheel through a half-shaft; The control system is communicatively connected to the first motor, the second motor, the first gearbox, and the second gearbox.

10. A computer program product, characterized in that, It includes computer-readable instructions that, when executed on the control system, cause the control system to implement the power-free interruption shift control method as described in any one of claims 1 to 7.

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