Vehicle control methods and vehicles

Abstract

This disclosure relates to the field of intelligent driving technology for vehicles, providing a vehicle control method and a vehicle. The method determines that the actual system operation mode of the vehicle is in series mode and receives a system operation mode switching command. It then acquires the vehicle's actual gear position and an initial target gear position, wherein the initial target gear position is a mechanical gear position adjacent to the actual gear position. The method acquires the vehicle's shifting state; in response to a fault state, it determines a target system operation mode and a target gear position based on the actual gear position and the initial target gear position. Finally, it controls the vehicle based on the target system operation mode and the target gear position. This disclosure corrects the system operation mode and target gear position under conditions where there may be intentional reversal, to avoid continuous battery discharge and ineffective charging, thus preventing battery depletion and ensuring the stability of the vehicle's powertrain, thereby improving the user's driving experience.

Description

Technical Field

[0001] This disclosure relates to the field of intelligent driving technology for vehicles, and in particular to a vehicle control method and a vehicle. Background Technology

[0002] In the field of new energy vehicles, series mode, as one of the core operating modes of plug-in hybrid systems, is widely used in urban low-speed conditions. The electric motor drives the vehicle, while the engine is only used to generate electricity to maintain the battery charge within a reasonable range.

[0003] However, when a vehicle is operating in series mode, the vehicle mode may switch due to reasons such as control logic delay, which may cause the battery to continue to discharge and not be able to be effectively charged, leading to battery depletion or even power interruption. Summary of the Invention

[0004] In view of this, the purpose of this disclosure is to propose a vehicle control method and a vehicle to solve the problem that, during the current series mode operation, the vehicle mode is switched due to control logic delays and other reasons, which leads to continuous battery discharge and failure to be effectively charged, resulting in battery depletion or even power interruption.

[0005] To achieve the above objectives, a first aspect of this disclosure provides a vehicle control method, the method comprising:

[0006] If the actual system operation mode of the vehicle is determined to be serial mode and a system operation mode switching command is received, the actual gear position and the initial target gear position of the vehicle are obtained, wherein the initial target gear position is the mechanical gear position adjacent to the actual gear position of the vehicle.

[0007] The vehicle shift status is obtained, and in response to the vehicle shift status being a fault state, the target system operation mode and target gear are determined based on the actual gear of the vehicle and the initial target gear.

[0008] The vehicle is controlled according to the target system operating mode and the target gear.

[0009] Specifically, determining the target system operating mode and target gear based on the vehicle's actual gear position and the initial target gear position includes:

[0010] Determine the actual gear type of the vehicle, and determine the target fault type based on the gear type, wherein the gear type includes a first gear type and a second gear type, and the target fault type is a fault in disengaging the actual gear or a fault in engaging the initial target gear;

[0011] The target system operating mode and target gear are determined based on the gear type, the target fault type, the vehicle's actual gear, and the initial target gear.

[0012] Specifically, determining the target system operating mode and target gear based on the target fault type, the vehicle's actual gear position, and the initial target gear position includes:

[0013] In response to the gear type being the second gear type and the target fault type being the initial target gear shifting fault, the vehicle's initial target system operation mode is obtained, wherein the initial target system operation mode is the mode corresponding to the system operation mode switching command;

[0014] The target system operating mode and target gear are determined based on the initial target system operating mode, the actual gear position of the vehicle, and the initial target gear.

[0015] Specifically, determining the target system operating mode and target gear based on the initial target system operating mode, the actual gear position of the vehicle, and the initial target gear position includes:

[0016] In response to the vehicle's actual gear being neutral, and the initial target system operating mode being direct drive or power split mode, the target system operating mode is determined to be series mode and the target gear to be neutral; or,

[0017] In response to the vehicle's actual gear being in neutral and the initial target system operating mode being pure electric mode, the clutch status is obtained. If the clutch is in the open state, the target system operating mode is determined to be series mode and the target gear is in neutral.

[0018] Specifically, determining the target system operating mode and target gear based on the initial target system operating mode, the actual gear position of the vehicle, and the initial target gear position includes:

[0019] In response to the vehicle's actual gear being neutral and the initial target system operating mode being direct drive mode, the target system operating mode is determined to be series mode and the target gear to be neutral; or...

[0020] In response to the vehicle's actual gear being the second neutral gear and the initial target system operating mode being the power split mode or pure electric mode, the first gear state of the first adjacent gear (excluding the initial target gear) adjacent to the vehicle's actual gear is obtained, and the target system operating mode and target gear are determined based on the first gear state.

[0021] Specifically, determining the target system operating mode and target gear based on the first gear state includes:

[0022] In response to the first gear position being in a fault state, the target system operating mode is determined to be serial mode and the target gear is the second neutral gear; or...

[0023] In response to the first gear position being in a non-fault state, the target system operation mode is determined to be the initial target system operation mode and the target gear is the first adjacent gear.

[0024] Specifically, determining the target system operating mode and target gear based on the initial target system operating mode, the actual gear position of the vehicle, and the initial target gear position includes:

[0025] In response to the vehicle's actual gear being neutral (fourth gear) and the initial target gear being the first gear, the system acquires the second gear status of the second adjacent gear (excluding the initial target gear and the mechanical reverse gear) adjacent to the vehicle's actual gear, and determines the target system operating mode and target gear based on the second gear status; or...

[0026] In response to the vehicle's actual gear being the fourth neutral gear and the initial target gear being the mechanical reverse gear, the target system operating mode and target gear are determined based on the initial target system operating mode.

[0027] Specifically, determining the target system operating mode and target gear based on the second gear position includes:

[0028] In response to the second gear position being a fault state, the target system operating mode is determined to be series mode and the target gear is fourth neutral; or...

[0029] In response to the second gear position being a non-faulty state, the target system operation mode is determined to be the initial target system operation mode and the target gear is the second adjacent gear.

[0030] Specifically, determining the target system operating mode and target gear based on the initial target system operating mode includes:

[0031] In response to the initial target system operating mode being power split mode, the target system operating mode is determined to be series mode and the target gear is fourth neutral; or,

[0032] In response to the initial target system operating mode being pure electric mode, the third gear state of the third adjacent gear (excluding the initial target gear) adjacent to the actual gear of the vehicle is obtained, and the target system operating mode and target gear are determined based on the third gear state.

[0033] Specifically, determining the target system operating mode and target gear based on the target fault type, the vehicle's actual gear position, and the initial target gear position includes:

[0034] In response to the gear type being the first gear type and the target fault type being a vehicle actual gear disengagement fault;

[0035] Determine that the actual gear position of the vehicle is mechanical reverse gear, obtain the initial target system operation mode, and determine the target system operation mode and target gear based on the initial target system operation mode and the initial target gear; or...

[0036] The actual gear of the vehicle is determined to be a mechanical gear other than the mechanical reverse gear, and the target system operation mode is determined to be the initial target system operation mode and the target gear is the actual gear of the vehicle.

[0037] Specifically,

[0038] The step of determining the target system operating mode and target gear based on the initial target system operating mode and the initial target gear includes:

[0039] In response to the initial target system operating mode being power split mode, the target system operating mode is determined to be power split mode, and the target gear is the fourth adjacent gear (excluding the initial target gear) adjacent to the actual gear of the vehicle; or,

[0040] In response to the initial target system operating mode being pure electric mode, the target system operating mode and target gear are determined based on the initial target gear.

[0041] Specifically, determining the target system operating mode and target gear based on the initial target gear includes:

[0042] In response to the initial target gear being the first gear, the target system operating mode is determined to be pure electric mode, and the target gear is the fifth adjacent gear (excluding the first gear) adjacent to the vehicle's actual gear; or,

[0043] In response to the target gear being the second or third gear, the actual gear lever position of the vehicle is obtained, and the target system operation mode and target gear are determined based on the actual gear lever position.

[0044] Specifically, determining the target system operating mode and target gear based on the actual gear lever position includes:

[0045] In response to the logical gear corresponding to the actual gear lever position being reverse gear, the target system operating mode is determined to be pure electric mode, and the target gear is the sixth adjacent gear (excluding the initial target gear) adjacent to the actual gear position of the vehicle; or,

[0046] In response to the actual gear lever position corresponding to a logical gear other than reverse gear, the target system operation mode is determined to be pure electric mode and the target gear is the fourth neutral gear.

[0047] Specifically, after obtaining the vehicle's actual gear position and the initial target gear position, the process also includes:

[0048] Obtain the vehicle's actual gear position and initial target gear position, then start timing;

[0049] Once the first timing duration reaches the first preset duration threshold, obtain the vehicle's current gear.

[0050] In response to the fact that the vehicle's current gear position is different from the initial target gear position, the target system operation mode is determined to be serial mode and the target gear position is the vehicle's actual gear position.

[0051] Specifically, after receiving the system operation mode switching command, the process also includes:

[0052] Obtain the initial target system operating mode of the vehicle;

[0053] In response to the initial target system operating mode being pure electric mode, the clutch is opened and a timer is started;

[0054] Once the second timing duration reaches the second preset duration threshold, obtain the clutch status;

[0055] In response to the clutch being in a closed state, the target system operating mode is determined to be serial mode and the target gear is the actual gear of the vehicle.

[0056] Based on the same inventive concept, a second aspect of this disclosure provides a vehicle control device, comprising:

[0057] The data acquisition module is configured to determine that the actual system operation mode of the vehicle is serial mode and receive a system operation mode switching command, and acquire the actual gear position and the initial target gear position of the vehicle, wherein the initial target gear position is the mechanical gear position adjacent to the actual gear position of the vehicle;

[0058] The gear position determination module is configured to acquire the vehicle's gear shifting status, and in response to the vehicle's gear shifting status being a fault state, determine the target system operation mode and target gear based on the vehicle's actual gear and the initial target gear.

[0059] The vehicle control module is configured to control the vehicle according to the target system operating mode and the target gear.

[0060] Based on the same inventive concept, a third aspect of this disclosure proposes an electronic device including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor, when executing the computer program, implements the vehicle control method as described above.

[0061] Based on the same inventive concept, a fourth aspect of this disclosure provides a non-transitory computer-readable storage medium that stores computer instructions for causing a computer to perform the vehicle control method as described above.

[0062] Based on the same inventive concept, the fifth aspect of this disclosure provides a vehicle including the vehicle control device described in the second aspect, the electronic device described in the third aspect, or the storage medium described in the fourth aspect.

[0063] As can be seen from the above, this disclosure proposes a vehicle control method and a vehicle. It determines that the actual system operation mode of the vehicle is in series mode and receives a system operation mode switching command, indicating that a system operation mode switch is imminent. The method acquires the vehicle's actual gear position and the initial target gear position. If the vehicle's shifting state is faulty, continuing to switch modes could lead to intention reversal, resulting in battery depletion. Therefore, based on the actual gear position and the initial target gear position, a target system operation mode and a target gear are determined. The vehicle is then controlled using the target system operation mode and the target gear. This method corrects the system operation mode and target gear in situations where intention reversal is possible, preventing continuous battery discharge and ineffective charging, thus avoiding battery depletion and ensuring the stability of the vehicle's powertrain, thereby improving the user's driving experience. Attached Figure Description

[0064] To more clearly illustrate the technical solutions in this disclosure or related technologies, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0065] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of the present disclosure;

[0066] Figure 2 This is a structural block diagram of a vehicle control device according to an embodiment of the present disclosure;

[0067] Figure 3 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. Detailed Implementation

[0068] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0069] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this disclosure should have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," and similar terms used in the embodiments of this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0070] The following are definitions of terms used in this disclosure:

[0071] EV: EV mode (pure electric mode) is a driving mode unique to hybrid electric vehicles or plug-in hybrid vehicles. In this mode, the vehicle is driven solely by the electric motor, with the battery as the only energy source, and the engine completely stops working.

[0072] VCU: The Vehicle Control Unit (VCU) is responsible for coordinating and managing the collaborative operation of all systems within the vehicle. It collects real-time data from key components such as the motor, battery, on-board charging system, and braking system to make comprehensive decisions and manage energy, enabling intelligent control of functions such as vehicle drive mode, energy distribution, fault diagnosis, and safety protection.

[0073] TCU: Transmission Control Unit (TCU) is the brain of an automatic transmission. It collects signals such as vehicle speed, engine speed, throttle opening, and oil temperature, calculates and executes shifting strategies in real time, and decides when to upshift, downshift, or lock the torque converter, thereby balancing fuel economy, power response, and shifting smoothness.

[0074] In the current field of new energy vehicles, series mode, as one of the core operating modes of plug-in hybrid systems, is widely used in urban low-speed conditions. The electric motor drives the vehicle, while the engine is only used to generate electricity to maintain the battery charge within a reasonable range.

[0075] However, when the vehicle is operating in serial mode, the software algorithm's processing speed is slow, and the calculated instructions cannot keep up with the rapid changes in the vehicle's actual state, leading to misjudgments of the vehicle's state and consequently, mode switching. Furthermore, since the critical data required to determine whether to switch modes, such as vehicle speed and throttle opening, are collected by vehicle sensors, errors in sensor data collection will result in incorrect mode switching. Finally, the core logic module controlling mode switching is a state machine; if the state machine malfunctions, it will remain in an incorrect state or exhibit logical inconsistencies.

[0076] Such abnormal switching occurs frequently in real-world road scenarios, especially in situations where the real-time performance and accuracy of the control system are extremely critical, such as hill starts, rapid acceleration, or dynamic fluctuations in battery power. Hill starts require high torque and a sharp increase in load. In rapid acceleration scenarios, power demand spikes instantaneously, both requiring precise control of the corresponding system operating mode and gear.

[0077] In other words, when the vehicle is currently running in series mode, due to control logic delays, sensor misjudgments, or state machine lag, the system may erroneously trigger a switching command to parallel mode, pure electric mode, or engine direct drive mode, resulting in an intentional reversal phenomenon.

[0078] During or after mode switching, the drive motor may continue to discharge at high power to meet power demands. At this time, the engine, which should be charging the battery, may fail to work effectively due to confused mode switching commands, or the engine may fail to start generating electricity in time. This results in the battery only discharging and not receiving power, rapidly depleting the battery to a dangerously low level, causing battery depletion, damaging battery health, and potentially leading to severe power shortages later on.

[0079] At the same time, since there may be situations such as mismatch between vehicle speed and load when the intention is to reverse, if the engine is ordered to engage direct drive at this time, after the engine starts, its speed will not be effectively coupled with the wheel speed or generator load, causing the engine to idle or its speed to soar, resulting in the engine running wild, generating huge vibrations and noise, and potentially damaging mechanical parts.

[0080] In summary, during the operation of current vehicles in series mode, mode switching may occur due to control logic delays, which may lead to battery depletion, engine over-revving, or even power interruption, affecting battery life, posing a significant threat to safe driving, and impacting the user's driving experience.

[0081] Therefore, to solve the above problems, this embodiment proposes a vehicle control method, such as... Figure 1 As shown, the method includes:

[0082] Step 101: Determine that the actual system operation mode of the vehicle is serial mode and receive the system operation mode switching command, and obtain the actual gear position and the initial target gear position of the vehicle, wherein the initial target gear position is the mechanical gear position adjacent to the actual gear position of the vehicle.

[0083] In specific implementation, the actual operating mode of the vehicle system is obtained. If the actual operating mode of the vehicle system is a series mode, then in the series mode, the engine only acts as a generator to charge the battery or directly power the drive motor, and does not directly participate in wheel drive. In series mode, the vehicle's drive wheels are entirely driven by the electric motor. The engine starts, but only drives the generator to generate electricity. The generated electrical energy can be directly used by the electric motor or stored in the battery; that is, the engine does not directly participate in driving the vehicle.

[0084] If a system operation mode switching command is received, it indicates that the system operation mode has switched, meaning it is currently in a state of intention reversal. Continuing to switch modes would lead to intention reversal, potentially resulting in battery depletion. At this point, the vehicle's actual gear and initial target gear are obtained, where the initial target gear is the mechanical gear adjacent to the vehicle's actual gear.

[0085] In this embodiment, the mechanical gears refer to the vehicle's physical gears. These mechanical gears include a first gear, a mechanical reverse gear, a second gear, and a fourth gear. The first gear is 1st gear, the second gear is 2nd gear, the fourth gear is 4th gear, and the mechanical reverse gear is R gear. 1st gear is a low-speed gear used for starting the vehicle. It has the highest gear ratio, providing a large torque output, allowing the vehicle to smoothly start from a standstill. As the vehicle speed increases, it gradually shifts into higher gears such as 2nd and 3rd. Each gear has a corresponding gear ratio; when shifting to a higher gear, the gear ratio gradually decreases, increasing vehicle speed but relatively decreasing torque output.

[0086] In this embodiment, the vehicle shifts gears by rotating a shift drum, which is also known as a shift fork. By rotating the shift fork to a corresponding angle, it converts this into gear engagement or disengagement, thus achieving gear shifting. Specifically, the vehicle gears are arranged in ascending order of the shift drum rotation angle as follows: first gear, fourth neutral, mechanical reverse, first neutral, third gear, second neutral, and second gear.

[0087] Wherein, the first gear is 1st gear, the fourth neutral gear is N4, the mechanical reverse gear is R, the first neutral gear is N1, the second gear is 2nd gear, the second neutral gear is N2, and the third gear is 3rd gear. That is, in ascending order of the shift drum rotation angle, the gears are 1st, N4th, R, N1, 2nd, N2, and 3rd gear.

[0088] In this embodiment, the fourth neutral, first neutral, and second neutral are second gear types, distributed between two first gear types. The first gear type is the mechanical gear, and the second gear type is the neutral gear. During gear shifting, when changing from one mechanical gear to another, it is necessary to first disengage the current mechanical gear to neutral, and then engage the gear from neutral to the other mechanical gear. When changing from neutral to a mechanical gear, no disengaging action is required; simply engage the target mechanical gear directly.

[0089] For example, if the current gear is 3rd gear and you want to shift from 3rd to 2nd gear, you need to first shift from 3rd to neutral, and then shift from neutral to 2nd gear. In another example, if the current gear is N1 and you want to shift from N1 to 3rd gear, you can simply shift to 3rd gear.

[0090] In this embodiment, the initial target gear is a mechanical gear adjacent to the vehicle's actual gear. For example, if the vehicle's actual gear is N1, the initial target gear is either R or 3. If the vehicle's actual gear is R, the initial target gear is either 1 or 3.

[0091] Step 102: Obtain the vehicle shift status. In response to the vehicle shift status being a fault state, determine the target system operation mode and target gear based on the actual gear of the vehicle and the initial target gear.

[0092] In practice, the vehicle's shifting status is acquired, indicating whether the vehicle can shift gears normally. This status includes both fault and non-fault states. If the vehicle's shifting status is non-fault, it means there will be no issues such as battery depletion due to intentional reversal. The vehicle can then be controlled directly according to the initial target system operating mode and initial target gear selected by the system operating mode switching command.

[0093] If the vehicle's shifting state is in a fault state, it indicates that there may be problems such as battery depletion due to the intention to reverse. Therefore, the target system operation mode and target gear are determined based on the vehicle's actual gear and the initial target gear.

[0094] Step 103: Control the vehicle according to the target system operation mode and the target gear.

[0095] In practice, the vehicle is controlled according to the target system operation mode and the target gear, that is, the initial target gear is switched to the target gear, and the initial target system operation mode is switched to the target system operation mode. At this time, the vehicle switches from the actual gear in the actual system operation mode to the target gear in the target system operation mode.

[0096] The above scheme determines that the vehicle's actual system operation mode is in series mode and a system operation mode switching command is received, indicating that a system operation mode switch is imminent. The vehicle's actual gear and initial target gear are obtained. If the vehicle's shifting state is faulty, continuing to switch modes could lead to intention reversal, resulting in battery depletion. Therefore, based on the vehicle's actual gear and the initial target gear, a target system operation mode and target gear are determined. The vehicle is then controlled using the target system operation mode and target gear. This means that in situations where intention reversal is possible, the system operation mode and target gear are corrected to prevent continuous battery discharge and ineffective charging, thus avoiding battery depletion and ensuring the stability of the vehicle's powertrain, thereby improving the user's driving experience.

[0097] In some embodiments, when shifting gears, if the vehicle is currently in neutral, it is not necessary to disengage the gear and can directly engage the gear. However, if the vehicle is currently in a mechanical gear, it is necessary to disengage the gear before engaging the gear. Therefore, when the vehicle's shifting state is in a fault state, the specific type of the actual gear of the vehicle can be determined first, then the corresponding fault type can be determined, and then the target system operating mode and target gear can be determined. That is, step 102, which involves determining the target system operating mode and target gear based on the actual gear of the vehicle and the initial target gear, specifically includes:

[0098] Step 1021: Determine the gear type of the actual gear of the vehicle, and determine the target fault type based on the gear type. The gear type includes a first gear type and a second gear type. The target fault type is either a fault in disengaging the actual gear or a fault in engaging the initial target gear.

[0099] Step 1022: Determine the target system operation mode and target gear based on the gear type, the target fault type, the actual gear of the vehicle, and the initial target gear.

[0100] In practice, the actual gear type of the vehicle is determined, and the target fault type is determined based on the gear type. The gear type includes a first gear type and a second gear type. The first gear type includes 1st gear, 2nd gear, 3rd gear, and reverse gear (R). The second gear type includes N1 gear, N2 gear, and N4 gear. The target fault type is either an actual gear disengagement fault or an initial target gear engagement fault.

[0101] Specifically, the process of determining the target fault type based on the gear type includes:

[0102] During gear shifting, when switching from the second gear type to the first gear type, there is no need to disengage the gear; you can directly engage the target first gear type. Therefore, when the gear type is the second gear type, the target fault type is the initial target gear engagement fault.

[0103] During gear shifting, if switching from one gear type to another, it is necessary to first disengage the current gear type to the second gear type, and then engage the gear from the second gear type to the other gear type. Therefore, when the gear type is the first gear type, the target fault type is an actual gear disengagement fault.

[0104] It is understandable that switching from one gear type to another requires shifting to the second gear type and then engaging the gear. When engaging the gear from the second gear type, the current gear can be considered as having changed to the second gear type. Therefore, the target fault type can be directly followed when the gear type is the second gear type.

[0105] When determining the actual gear type of the vehicle and the corresponding target fault type, the target system operation mode and target gear are determined based on the gear type, the target fault type, the actual gear of the vehicle, and the initial target gear.

[0106] In some embodiments, when the vehicle's actual gear is neutral, it can be directly engaged with the target gear. Since different system operating modes allow different gears, when determining the target system operating mode and target gear, in addition to considering the vehicle's actual gear and the initial target gear, the initial target system operating mode must also be considered. That is, step 1022, which involves determining the target system operating mode and target gear based on the target fault type, the vehicle's actual gear, and the initial target gear, specifically includes:

[0107] Step 10221: In response to the gear type being the second gear type and the target fault type being the initial target gear shifting fault, obtain the vehicle's initial target system operation mode, wherein the initial target system operation mode is the mode corresponding to the system operation mode switching command;

[0108] Step 10222: Determine the target system operation mode and target gear based on the initial target system operation mode, the actual gear position of the vehicle, and the initial target gear position.

[0109] In specific implementation, if the actual gear type of the vehicle is the second gear type and the target fault type is the initial target gear shifting fault, then the mode to which the system operation mode switching command needs to be switched is determined, namely the initial target system operation mode.

[0110] In this embodiment, the initial target system operating modes include power-split mode, direct-drive mode, or pure electric mode. In power-split mode, a portion of the engine's output torque is used for vehicle propulsion, while the remainder is used for power generation; that is, in power-split mode, the motor is only responsible for energy recovery. In direct-drive mode, the wheels are directly driven by the engine or drive motor. Because the vehicle speed is low when in first gear, and direct-drive mode cannot be entered at low speeds, the vehicle gears in direct-drive mode only include second and third gears.

[0111] The pure electric mode includes pure electric four-wheel drive mode and pure electric rear-wheel drive mode. In pure electric rear-wheel drive mode, the engine and front axle motor are both off, while the rear axle motor is running, transmitting power to the rear wheels to drive the vehicle. In other words, in pure electric rear-wheel drive mode, the engine and front-wheel drive motor do not participate in driving; only the rear-wheel drive motor is involved, and the vehicle moves solely based on the rear axle. In pure electric four-wheel drive mode, the engine does not participate in driving, but both the front and rear-wheel drive motors are involved, and both axles output power to drive the vehicle.

[0112] After determining the initial target system operation mode, the target system operation mode and target gear are determined based on the initial target system operation mode, the actual gear position of the vehicle, and the initial target gear.

[0113] In some embodiments, when the actual gear type of the vehicle is determined to be the second gear type, the actual gear of the vehicle is either the first neutral, the second neutral, or the fourth neutral. If the actual gear of the vehicle is the first neutral or the second neutral, the initial target system operating mode is obtained, and the target system operating mode and target gear need to be further determined based on the initial target system operating mode. If the actual gear of the vehicle is the fourth gear, the initial target gear needs to be obtained, and the target system operating mode and target gear need to be further determined based on the initial target gear.

[0114] Specifically, step 10222, which determines the target system operating mode and target gear based on the initial target system operating mode, the actual gear position of the vehicle, and the initial target gear, includes:

[0115] Step 201: In response to the fact that the actual gear position of the vehicle is the first neutral gear, and the initial target system operation mode is direct drive mode or power split mode, determine that the target system operation mode is series mode and the target gear position is the first neutral gear.

[0116] In practice, if the vehicle's actual gear is neutral (first gear) and the initial target system operating mode is direct drive or power split mode, and the initial target gear fails to engage, the vehicle controller corrects the target system operating mode to series mode. It then adjusts the target gear based on the current neutral position and sends a shift permission to the TCU. In other words, at this point, the target system operating mode is series mode and the target gear is neutral (first gear).

[0117] For example, the actual system operation mode is serial mode, the initial target system operation mode is direct drive mode, the actual gear of the vehicle is N1 gear, if the initial target gear is 3 gear, if shifting to 3 gear fails, then 3 gear is unavailable, N2 is unavailable, and 2 gear is unavailable. At this time, the target system operation mode is determined to be serial mode and the target gear is N1 gear.

[0118] In another example, the actual system operating mode is series mode, the initial target system operating mode is power split mode, and the vehicle's actual gear is N1. If the initial target gear is 3, and shifting into 3 fails, then 3 is unavailable, N2 is unavailable, and 2 is unavailable. In this case, the target system operating mode is determined to be series mode and the target gear is N1.

[0119] In another example, the actual system operating mode is series mode, the initial target system operating mode is power split mode, the vehicle's actual gear is N1, if the initial target gear is R, if shifting into R fails, then gear 1 is unavailable, N4 is unavailable, and R is unavailable. In this case, the target system operating mode is determined to be series mode and the target gear is N1.

[0120] In this embodiment, the actual system operation mode is series mode, and the actual gear position of the vehicle is N1. If the 3rd gear fails to engage during the switching to the power split mode, i.e., the 3rd gear is unusable, the engine will reverse when switching gears through the R gear during driving because the 1st and 3rd gears pass through the R gear, which poses a significant safety hazard. Therefore, the system is directly switched to series mode at this time.

[0121] or,

[0122] Step 202: In response to the vehicle's actual gear being first neutral and the initial target system operating mode being pure electric mode, obtain the clutch status. If the clutch is in the open state, determine that the target system operating mode is series mode and the target gear is first neutral.

[0123] In practice, if the vehicle is actually in neutral and the initial target system is in pure electric mode, the clutch needs to be disengaged when switching from series mode to pure electric mode. Therefore, the clutch state can be determined, including both a closed and an open state.

[0124] If the clutch is in the open state, the vehicle controller should correct the target system operating mode to series mode, while not activating the idle pure electric four-wheel drive function. Based on the current neutral position, it should correct the target gear and send a shift permission to the TCU. That is, the target system operating mode is series mode and the target gear is first neutral.

[0125] For example, the actual system operation mode is series mode, the initial target system operation mode is pure electric mode, the actual vehicle gear is N1, and if the initial target gear is 3, when the clutch is open, if shifting to 3 fails, then 3 is unavailable, N2 is unavailable, and 2 is unavailable. At this time, the target system operation mode is determined to be series mode and the target gear is N1.

[0126] Specifically, step 10222, which determines the target system operating mode and target gear based on the initial target system operating mode, the actual gear position of the vehicle, and the initial target gear, includes:

[0127] Step 301: In response to the fact that the actual gear position of the vehicle is the second neutral gear and the initial target system operation mode is the direct drive mode, determine that the target system operation mode is the series mode and the target gear position is the second neutral gear.

[0128] In practice, if the vehicle is actually in the second neutral gear and the initial target system is in direct drive mode, the vehicle speed and engine speed requirements are different for different gears. Since the engine speed cannot be dynamically adjusted in direct drive mode, if the initial target gear fails to engage, the vehicle controller should disable direct drive and correct the target system operation mode to series mode. That is, the target system operation mode should be set to series mode and the target gear to the second neutral gear.

[0129] For example, the actual system operating mode is series mode, the initial target system operating mode is direct drive mode, the vehicle's actual gear is N2, and the initial target gear is 2. If shifting into 2 fails, 2 is unavailable, and the target system operating mode is determined to be series mode and the target gear to be N2.

[0130] or,

[0131] Step 302: In response to the vehicle's actual gear being the second neutral gear and the initial target system operating mode being the power split mode or pure electric mode, obtain the first gear status of the first adjacent gear (excluding the initial target gear) adjacent to the vehicle's actual gear, and determine the target system operating mode and target gear based on the first gear status.

[0132] In practical implementation, if the vehicle's actual gear position is neutral (second gear), and the initial target system's operating mode is power-split mode or pure electric mode, the power-split mode can automatically adjust the engine speed to achieve the best balance between the engine and the motor and adapt to the gear requirements. Furthermore, in pure electric mode, the engine does not participate in driving, and the motor can adjust its speed in real time to adapt to the gear requirements.

[0133] Therefore, when the initial target system operating mode is power split mode or pure electric mode, the first gear state of the first adjacent gear (excluding the initial target gear) adjacent to the actual gear of the vehicle can be obtained, and then the target system operating mode and target gear can be determined based on the first gear state. Here, the first adjacent gear is a mechanical gear.

[0134] For example, if the vehicle's actual gear is N2 and the initial target gear is 2, then the first adjacent gear (excluding 2) is 3. If the vehicle's actual gear is N2 and the initial target gear is 3, then the first adjacent gear (excluding 3) is 3.

[0135] Specifically, step 302, which determines the target system operating mode and target gear based on the first gear state, includes:

[0136] Step 3021: In response to the first gear position being in a fault state, determine that the target system operation mode is in series mode and the target gear is the second neutral gear.

[0137] In specific implementation, if the first gear of the first adjacent gear is in a fault state, it means that the first adjacent gear is unavailable. Since the initial target gear also fails to engage at this time, the VCU should correct the target system operation mode to series mode and the S1 target position to EV. Based on the current neutral position, the target gear is corrected and a shift permission is sent to the TCU. That is, at this time, the target system operation mode is determined to be series mode and the target gear is the second neutral.

[0138] In this embodiment, the engine is arranged longitudinally. The engine is connected to the clutch, the clutch is connected to the planetary gear set, the sun gear of the planetary gear set is connected to the motor, the planet carrier of the planetary gear set is connected to the engine, and the ring gear of the planetary gear set is connected to the input end of the transmission. Position S1 indicates the location where the planetary gear set is physically connected to the transmission, and this location corresponds to a gear. Position S1 can be EV or PS, where EV represents series mode and PS represents power split mode.

[0139] In this embodiment, when the initial target system operating mode is power shunt mode, if the target system operating mode is determined to be series mode, the S1 position is EV.

[0140] For example, the actual system operating mode is series mode, the initial target system operating mode is power split mode, and the vehicle's actual gear is N2. If the initial target gear is 2, and shifting into 2 fails, then 2 is unavailable. The system then checks if 3 is available. If 3 is unavailable, then both 2 and 3, which are adjacent to N2, are unavailable, meaning both 2 and 3 have failed to shift. Therefore, the target system operating mode is determined to be series mode, and the target gear is N2.

[0141] In another example, the actual system operating mode is series mode, the initial target system operating mode is pure electric mode, and the vehicle's actual gear is N2. If the clutch is engaged, the initial target gear is 2. If shifting into 2 fails, 2 is unavailable. The system then checks if 3 is available. If 3 is unavailable, then both 2 and 3, adjacent to N2, are unavailable. In other words, both 2 and 3 fail to shift, 1 is unavailable, N4 is unavailable, R is unavailable, N1 is unavailable, 3 is unavailable, and 2 is unavailable. Therefore, the target system operating mode is determined to be series mode, and the target gear is N2.

[0142] It is understood that in this embodiment, when the initial target system operation mode is pure electric mode, the clutch must be in the open state.

[0143] or,

[0144] Step 3022: In response to the first gear position being in a non-fault state, determine the target system operation mode as the initial target system operation mode and the target gear as the first adjacent gear.

[0145] In practical implementation, if the first gear is in a non-faulty state, the power split mode can automatically adjust the engine speed to achieve the best balance between the engine and the motor and adapt to the gear requirements. Furthermore, in pure electric mode, the engine does not participate in driving, and the motor can adjust its speed in real time to adapt to the gear requirements. Therefore, the target system operation mode remains unchanged from the initial target system operation mode. The target gear is switched to the first adjacent gear (excluding the initial target gear) that is adjacent to the actual gear of the vehicle. In other words, the target system operation mode is determined to be the initial target system operation mode, and the target gear is the first adjacent gear.

[0146] For example, the actual system operating mode is series mode, the initial target system operating mode is power split mode, and the vehicle's actual gear is N2. If the initial target gear is 2, and shifting into 2 fails, then 2 is unavailable. The system then checks if 3 is available. If 3 is available, meaning shifting into 3 is successful, the target system operating mode is determined to be power split mode and the target gear to be 3.

[0147] In another example, the actual system operating mode is series mode, the initial target system operating mode is power split mode, and the vehicle's actual gear is N2. If the initial target gear is 3, and shifting into 3 fails, then 3 is unavailable. The system then checks if 2 is available. If 2 is available, meaning shifting into 2 is successful, the target system operating mode is determined to be power split mode, and the target gear is 2.

[0148] In another example, the actual system operating mode is series mode, the initial target system operating mode is pure electric mode, and the vehicle's actual gear is N2. If the clutch is engaged, the initial target gear is 2. If shifting into 2 fails, 2 is unavailable. The system then checks if 3 is available. If 3 is available, meaning shifting into 3 is successful, the target system operating mode is determined to be pure electric mode and the target gear to be 3.

[0149] In another example, the actual system operating mode is series mode, the initial target system operating mode is pure electric mode, and the vehicle's actual gear is N2. If the clutch is engaged, the initial target gear is 3. If shifting into 3 fails, 3 is unavailable. The system then checks if 2 is available. If 2 is available, shifting into 2 is successful, therefore the target system operating mode is determined to be pure electric mode and the target gear to be 2.

[0150] Specifically, step 10222, which determines the target system operating mode and target gear based on the initial target system operating mode, the actual gear position of the vehicle, and the initial target gear, includes:

[0151] Step 401: In response to the vehicle's actual gear being the fourth neutral gear and the initial target gear being the first gear, obtain the second gear status of the second adjacent gear (excluding the initial target gear and the mechanical reverse gear) adjacent to the vehicle's actual gear, and determine the target system operation mode and target gear based on the second gear status.

[0152] In practice, if the vehicle's actual gear is neutral (fourth gear) and the initial target gear is first gear (i.e., the initial target gear is 1st gear), and if shifting into 1st gear fails, the system obtains the second gear status of the second adjacent gear (excluding the initial target gear and the mechanical reverse gear) adjacent to the vehicle's actual gear. The target system operating mode and target gear are then determined based on this second gear status. The second adjacent gear is a mechanical gear.

[0153] In this embodiment, since the initial target gear is 1st gear, if shifting into 1st gear fails, the mechanical gear adjacent to N gear, excluding 1st and R gears, is determined to be 3rd gear. At this point, it is determined whether shifting into 3rd gear was successful, i.e., whether 3rd gear is usable.

[0154] Specifically, determining the target system operating mode and target gear based on the second gear position includes:

[0155] Step 4011: In response to the second gear position being in a fault state, determine that the target system operating mode is series mode and the target gear is the fourth neutral gear; or,

[0156] Step 4012: In response to the second gear position being in a non-fault state, determine the target system operation mode as the initial target system operation mode and the target gear as the second adjacent gear.

[0157] In practice, if the second gear position is in a fault state, the initial target gear will fail to engage, and the second adjacent gear (excluding the initial target gear and the mechanical reverse gear) adjacent to the actual gear of the vehicle will also fail to engage. Therefore, the target system operation mode is determined to be serial mode and the target gear is the fourth neutral gear.

[0158] For example, the actual system operating mode is series mode, the initial target system operating mode is power split mode, the vehicle's actual gear is N4, and the initial target gear is 1. If shifting into 1st gear fails, 1st gear is unavailable. The system then checks if 3rd gear is available. If 3rd gear is unavailable, meaning shifting into 3rd gear has failed, the target system operating mode is determined to be series mode and the target gear to be N4.

[0159] If the second gear position is in a non-fault state, the initial target gear fails to engage, but the second adjacent gear (excluding the initial target gear and the mechanical reverse gear) adjacent to the actual gear of the vehicle engages successfully. Therefore, the target system operation mode is determined to be the initial target system operation mode and the target gear is the second adjacent gear.

[0160] For example, the actual system operating mode is series mode, the initial target system operating mode is power split mode, the vehicle's actual gear is N4, and the initial target gear is 1. If shifting into 1st gear fails, 1st gear is unavailable. Then, it is determined whether 3rd gear is available. If 3rd gear is available, meaning shifting into 3rd gear is successful, the target system operating mode is determined to be power split mode and the target gear to be 3rd gear.

[0161] In another example, the actual system operating mode is series mode, the initial target system operating mode is pure electric mode, and the vehicle's actual gear is N4. If the initial target gear is 1st gear, and shifting into 1st gear fails, then 1st gear is unavailable. The system then checks if 3rd gear is available. If 3rd gear is available, meaning shifting into 3rd gear was successful, the target system operating mode is determined to be pure electric mode and the target gear to be 3rd gear.

[0162] or,

[0163] Step 402: In response to the fact that the actual gear position of the vehicle is the fourth neutral gear and the initial target gear position is the mechanical reverse gear, the target system operation mode and target gear position are determined according to the initial target system operation mode.

[0164] In practice, if the vehicle's actual gear is fourth neutral, and the initial target gear is mechanical reverse (R), then the target system operating mode and target gear need to be determined based on the initial target system operating mode included in the system operating mode switching command.

[0165] Specifically, determining the target system operating mode and target gear based on the initial target system operating mode includes:

[0166] Step 4021: In response to the initial target system operating mode being power split mode, determine the target system operating mode as series mode and the target gear as fourth neutral; or,

[0167] Step 4022: In response to the initial target system operating mode being pure electric mode, obtain the third gear state of the third adjacent gear (excluding the initial target gear) that is adjacent to the actual gear of the vehicle, and determine the target system operating mode and target gear based on the third gear state.

[0168] In specific implementation, if the initial target system operation mode is power split mode, and the vehicle's actual gear is N4 and the initial target gear is R, and shifting into R fails, then the target system operation mode is determined to be series mode and the target gear is N4.

[0169] If the initial target system operating mode is pure electric mode, obtain the third gear state of the third adjacent gear (excluding the initial target gear) that is adjacent to the actual gear of the vehicle. Determine the target system operating mode and target gear based on the third gear state. The third adjacent gear is a mechanical gear.

[0170] Specifically, the vehicle's actual gear is N4, the initial target gear is R, and R fails to engage. At this point, the mechanical gear adjacent to N, excluding R, is 1st gear. The process involves determining whether 1st gear is available, i.e., whether 1st gear was successfully engaged.

[0171] In this embodiment, determining the target system operating mode and target gear based on the third gear state specifically includes:

[0172] Step A: In response to the third gear position being a fault state, determine the target system operating mode as series mode and the target gear as the fourth neutral gear; or,

[0173] Step B: In response to the third gear being in a non-fault state, the target system operation mode is determined to be the initial target system operation mode and the target gear is the third adjacent gear.

[0174] In practice, if the third gear is in a fault state, the initial target gear will fail to engage, and the third adjacent gear (other than the initial target gear) will also fail to engage. Therefore, the target system operation mode is determined to be serial mode and the target gear is the fourth neutral gear.

[0175] For example, the actual system operating mode is series mode, the initial target system operating mode is pure electric mode, the vehicle's actual gear is N4, and the initial target gear is R. If shifting into R fails, R is unavailable. The system then checks if gear 1 is available. If gear 1 is unavailable (i.e., shifting into gear 1 failed), the target system operating mode is determined to be series mode and the target gear to be N4.

[0176] If the third gear is in a non-fault state, the initial target gear fails to engage, but the third adjacent gear (other than the initial target gear) adjacent to the actual gear of the vehicle engages successfully. Therefore, the target system operation mode is determined to be the initial target system operation mode and the target gear is the third adjacent gear.

[0177] For example, the actual system operating mode is series mode, the initial target system operating mode is pure electric mode, the vehicle's actual gear is N4, and the initial target gear is R. If shifting into R fails, R is unavailable. The system then checks if gear 1 is available. If gear 1 is available, meaning shifting into gear 1 is successful, the target system operating mode is determined to be pure electric mode and the target gear to be gear 1.

[0178] In some embodiments, the actual gear type of the vehicle also includes a first gear type. In this case, the target fault type is a vehicle actual gear disengagement fault, requiring specific differentiation of the vehicle's actual gear to determine the target system operating mode and target gear. Specifically, step 1022, which involves determining the target system operating mode and target gear based on the target fault type, the vehicle's actual gear, and the initial target gear, includes:

[0179] Step 1022A, in response to the gear type being the first gear type and the target fault type being the actual gear disengagement fault of the vehicle;

[0180] Step 1022B: Determine that the actual gear position of the vehicle is mechanical reverse gear, obtain the initial target system operation mode, and determine the target system operation mode and target gear based on the initial target system operation mode and the initial target gear; or,

[0181] Step 1022C: Determine that the actual gear of the vehicle is a mechanical gear other than the mechanical reverse gear, and determine that the target system operation mode is the initial target system operation mode and the target gear is the actual gear of the vehicle.

[0182] In specific implementation, if the gear type is the first gear type and the target fault type is the actual gear disengagement fault of the vehicle, wherein the actual gear of the vehicle is 1st gear, R gear, 3rd gear or 2nd gear, then the fault is caused by the failure to disengage the gear.

[0183] If the actual gear of the vehicle is mechanical reverse gear, that is, the actual gear of the vehicle is R gear at this time, the initial target system operation mode is obtained, and then the target system operation mode and target gear are determined according to the initial target system operation mode and the initial target gear.

[0184] If the actual gear of the vehicle is a mechanical gear other than the mechanical reverse gear, that is, the actual gear of the vehicle is 1st, 3rd or 2nd gear, and the actual gear of the vehicle fails to disengage, then the target system operation mode is determined to be the initial target system operation mode and the target gear is the actual gear of the vehicle.

[0185] For example, the actual operating mode of the vehicle system is series mode, the initial target operating mode is power split mode, the actual gear of the vehicle is 3rd gear, and the initial target gear is 1st gear. If disengaging from 3rd gear fails, then 1st gear is unavailable, N4 is unavailable, R gear is unavailable, and N1 is unavailable. Therefore, at this time, the target system operating mode is determined to be power split mode and the target gear is 3rd gear.

[0186] In another example, the vehicle's actual system operating mode is series mode, the initial target system operating mode is power split mode, and the vehicle's actual gear is 3rd gear. If the initial target gear is 2nd gear, and disengaging from 3rd gear fails, N2 becomes unavailable, and 2nd gear becomes unavailable. Therefore, the target system operating mode is determined to be power split mode, and the target gear is 3rd gear.

[0187] In another example, the vehicle's actual system operating mode is series mode, the initial target system operating mode is pure electric mode, and the vehicle's actual gear is 3rd gear. If the initial target gear is 1st gear, and shifting out of 3rd gear fails, then 1st gear, N4, R gear, and N1 are unavailable. Therefore, the target system operating mode is determined to be pure electric mode and the target gear is 3rd gear.

[0188] In another example, the vehicle's actual system operating mode is series mode, the initial target system operating mode is pure electric mode, and the vehicle's actual gear is 3rd gear. If the initial target gear is 2nd gear, and disengaging from 3rd gear fails, N2 is unavailable, and 2nd gear is unavailable. Therefore, the target system operating mode is determined to be pure electric mode, and the target gear is 3rd gear.

[0189] Specifically, step 1022B, which involves determining the target system operating mode and target gear based on the initial target system operating mode and the initial target gear, includes:

[0190] Step A01: In response to the initial target system operating mode being power split mode, determine that the target system operating mode is power split mode and the target gear is the fourth adjacent gear (excluding the initial target gear) that is adjacent to the actual gear of the vehicle.

[0191] In specific implementation, if the initial target system operating mode is power split mode, the vehicle's actual gear is reverse (R). That is, when switching to power split mode, disengaging reverse gear fails, and N1, 3rd gear, N2, and 2nd gear become unavailable. At this point, the target system operating mode is determined to be power split mode, and the target gear is the fourth adjacent gear (excluding the initial target gear) adjacent to the vehicle's actual gear. This fourth adjacent gear is a mechanical gear.

[0192] In this embodiment, the actual system operation mode is series, the initial target system operation mode is power split mode, the initial target gear is 3rd gear, and the fourth adjacent gear (excluding the initial target gear) is 1st gear. That is, when the actual gear is R gear and the initial target gear is 3rd gear, if R gear fails to disengage, the target system operation mode is determined to be power split mode and the target gear is 1st gear.

[0193] Understandably, before determining the target system operating mode as power-split mode and the target gear as the fourth adjacent gear (excluding the initial target gear) adjacent to the vehicle's actual gear, the availability of the fourth adjacent gear must first be determined. If the fourth adjacent gear is available, the target system operating mode is then determined to be power-split mode and the target gear is the fourth adjacent gear. If the fourth adjacent gear is unavailable, the target system operating mode is then determined to be series mode and the target gear is the vehicle's actual gear.

[0194] or,

[0195] Step A02: In response to the initial target system operating mode being pure electric mode, determine the target system operating mode and target gear based on the initial target gear.

[0196] In practice, if the initial target system operating mode is pure electric mode, the actual gear of the vehicle is reverse gear (R). That is, when switching to pure electric mode, the reverse gear fails to disengage. The target system operating mode and target gear need to be further determined based on the initial target gear.

[0197] Specifically, step A02, which determines the target system operating mode and target gear based on the initial target gear, includes:

[0198] Step B01: In response to the initial target gear being the first gear, determine the target system operation mode as pure electric mode and the target gear as the fifth adjacent gear (excluding the first gear) that is adjacent to the actual gear of the vehicle.

[0199] In practice, when switching to pure electric mode, if disengaging the reverse gear (R) fails, and the initial target gear is the first gear (i.e., the initial target gear is 1), then the target system operating mode is determined to be pure electric mode, and the target gear is the fifth adjacent gear (excluding the first gear) adjacent to the vehicle's actual gear. This fifth adjacent gear is a mechanical gear.

[0200] In this embodiment, the initial target gear is 1st gear, and the vehicle's actual gear is reverse (R). Therefore, the adjacent gears (excluding 1st gear) next to reverse gear are 3rd gear. That is, when switching to pure electric mode, if re-shifting reverse gear fails, and the initial target gear is 1st gear, then the target system operating mode is determined to be pure electric mode and the target gear is 3rd gear.

[0201] Understandably, before setting the target system operating mode to pure electric mode and the target gear to the fifth adjacent gear (excluding the first gear) adjacent to the vehicle's actual gear, the availability of the fifth adjacent gear must first be determined. If the fifth adjacent gear is available, the target system operating mode is then determined to be pure electric mode and the target gear to be the fifth adjacent gear. If the fifth adjacent gear is unavailable, the target system operating mode is then determined to be series mode and the target gear to be the vehicle's actual gear.

[0202] or,

[0203] Step B02: In response to the target gear being the second or third gear, obtain the actual gear lever position of the vehicle, and determine the target system operation mode and target gear based on the actual gear lever position.

[0204] In practice, when switching to pure electric mode, if the reverse gear fails to disengage, and the initial target gear is the second or third gear (i.e., the initial target gear is 2 or 3), the actual gear lever position of the vehicle is obtained, and then the target system operation mode and target gear are determined based on the actual gear lever position.

[0205] Specifically, step B02, which involves determining the target system operating mode and target gear based on the actual gear lever position, includes:

[0206] Step B021: In response to the logical gear corresponding to the actual gear lever position being reverse gear, determine the target system operating mode as pure electric mode and the target gear as the sixth adjacent gear (excluding the initial target gear) adjacent to the actual gear position of the vehicle; or,

[0207] Step B022: In response to the fact that the logical gear corresponding to the actual gear lever position is a logical gear other than reverse gear, the target system operation mode is determined to be pure electric mode and the target gear is the fourth neutral gear.

[0208] In practice, the actual position of the vehicle's gear lever is obtained. This position refers to the location of the gear shift lever, which is used to control the vehicle's power transmission. Different gear lever positions correspond to different logical gears. These logical gears are based on an electronic control and software logic-driven vehicle shifting method. The gear lever itself does not have a direct mechanical connection to the transmission; instead, it functions as an electronic signal generator.

[0209] In this embodiment, the logical gears specifically include P, R, N, and D. P is the parking gear, used to lock the transmission when parking to prevent the vehicle from rolling and ensure safe parking. R is the reverse gear, used for reversing, providing reverse power to allow the vehicle to move backward. N is neutral, used for short-term parking or towing, disconnecting the engine from the wheels to reduce engine load. D is the drive gear, used for normal driving; the transmission automatically shifts gears according to vehicle speed and throttle input, providing a smooth driving experience.

[0210] If the logical gear corresponding to the actual gear lever position is reverse gear, then the target system operation mode is determined to be pure electric mode, and the target gear is the sixth adjacent gear (excluding the initial target gear) that is adjacent to the actual gear of the vehicle.

[0211] For example, if the initial target gear is 3rd gear and the vehicle's actual gear is R (reverse), then the adjacent gears (excluding 3rd gear) are 1st gear. That is, if switching to pure electric mode fails to disengage R gear, and if the initial target gear is 3rd gear and the actual gear lever position is R gear, then the target system operating mode is determined to be pure electric mode and the target gear is 1st gear.

[0212] If the logical gear corresponding to the actual gear lever position is a logical gear other than reverse gear, that is, the logical gear corresponding to the actual gear lever position is P, N, or D, then the target system operation mode is determined to be pure electric mode and the target gear is the fourth neutral gear, that is, the target gear is N.

[0213] In some embodiments, if the vehicle shifts gears out of time, it may also lead to battery depletion due to an intentional reversal. Therefore, when the vehicle shifts gears out of time, the system operating mode is switched to series mode, i.e., no mode switching is performed, to avoid battery depletion or even power interruption. Specifically, after obtaining the vehicle's actual gear and initial target gear in step 101, the process further includes:

[0214] Step 10A: Obtain the vehicle's actual gear and initial target gear, and start timing;

[0215] Step 10B: Determine that the first timing duration has reached the first preset duration threshold, and obtain the vehicle's current gear.

[0216] Step 10C: In response to the fact that the current gear of the vehicle is different from the initial target gear, determine that the target system operation mode is serial mode and the target gear is the actual gear of the vehicle.

[0217] In practice, the vehicle's actual gear position and initial target gear position are obtained, and timing begins at this point. A first preset time threshold is obtained, where the first preset time threshold is the longest allowed shift time set in advance.

[0218] If the first timing duration reaches the first preset time threshold, it indicates that the preset maximum shift time has been reached, and the vehicle's current gear is obtained. The vehicle's current gear is compared with the initial target gear. If the vehicle's current gear is different from the initial target gear, it means that the shift has not been completed before the maximum shift time has been reached, i.e., the shift has timed out. The target system operating mode is determined to be serial mode, and the target gear is the vehicle's actual gear.

[0219] For example, the first preset time threshold is 10 seconds, the actual vehicle system operation mode is series mode, the actual vehicle gear is N2, the target system operation mode is power split mode, and the initial target gear is 2. Timing begins when the actual vehicle gear is determined to be N2 and the initial target gear is 2. At the first 10-second timing period, the vehicle's current gear is obtained. If the current gear is 3, it differs from the initial target gear, thus causing a shift timeout. At this point, the target system operation mode is determined to be series mode and the target gear to be N2.

[0220] In some embodiments, since the clutch needs to be disengaged when switching from series mode to pure electric mode, if the clutch is not disengaged within a preset time, the clutch disengagement timeout may also lead to battery depletion due to intentional reversal. Therefore, the system operating mode is switched to series mode in this case, i.e., no mode switching is performed, to avoid battery depletion or even power interruption. That is, after receiving the system operating mode switching command in step 101, the process further includes:

[0221] Step a, obtain the initial target system operation mode of the vehicle;

[0222] Step b: In response to the initial target system operating mode being pure electric mode, control the clutch to open and start timing;

[0223] Step c: Determine that the second timing duration has reached the second preset duration threshold, and obtain the clutch status;

[0224] Step d: In response to the clutch being in a closed state, determine the target system operating mode as serial mode and the target gear as the actual gear of the vehicle.

[0225] In specific implementation, the initial target system operation mode of the vehicle is obtained. If the initial target system operation mode is pure electric mode, the clutch is controlled to open and a timer is started. A second preset time threshold is obtained, wherein the second preset time threshold is a pre-set maximum allowable clutch opening time, that is, the clutch must be opened within the second preset time threshold, otherwise it will be considered as clutch opening timeout.

[0226] If the second timing duration reaches the second preset time threshold, the clutch status is then acquired. If the clutch status is still closed, it indicates that the clutch opening timeout has occurred. To avoid battery depletion due to intentional reversal, the target system operating mode is determined to be series mode, and the target gear is the vehicle's actual gear.

[0227] In some embodiments, the actual system operation mode of the vehicle is a series mode, and the initial target system operation mode is a pure electric rear-wheel drive mode. In this case, if the vehicle controller detects and receives an engine start request during the engine shutdown process, it will first control the engine to shut down and then control the engine to start, that is, it will prioritize the shutdown process before starting the engine.

[0228] In some embodiments, the actual system operation mode of the vehicle is a series mode, the initial target system operation mode is a direct drive mode or a pure electric mode, and if the vehicle controller detects that the original shutdown conditions are met, it determines that the target system operation mode is a pure electric mode.

[0229] In some embodiments, the actual system operation mode of the vehicle is in series mode, and the initial target system operation mode is in power split mode. If the vehicle controller detects that the original shutdown conditions are met, it first switches the system operation mode to power split mode and then executes the shutdown procedure.

[0230] In some embodiments, the actual vehicle system operation mode is serial mode, and the initial target system operation mode is direct drive mode. If the actual gear is neutral and remains in a preset time threshold, the internal direct drive conditions are not met and remain in a preset time threshold, the vehicle speed is less than a first speed threshold and 2nd gear is available, the vehicle speed is less than a second speed threshold and 2nd gear is unavailable but 3rd gear is available, or the vehicle speed is greater than a third speed threshold and 2nd gear is available but 3rd gear is unavailable, then the target system operation mode is determined to be serial mode, and switching to direct drive mode is prohibited within the preset time threshold. The third speed threshold is greater than the second speed threshold, and the second speed threshold is greater than the first speed threshold.

[0231] In some embodiments, the actual system operation mode of the vehicle is series mode, and the initial target system operation mode is power split mode. If the target gear is neutral and neutral is available, the actual position of S1 is PS and the current gear of the vehicle is the same as the initial target gear, or the actual position of S1 is PS and the initial target gear is neutral and the actual gear of the vehicle is the same as the initial target gear, then the target system operation mode is determined to be series mode, and switching to power split mode is prohibited within a preset time threshold.

[0232] In some embodiments, the actual system operating mode of the vehicle is series mode, and the initial target system operating mode is direct drive mode. If the VCU detects that the internal series condition is met, it determines that the target system operating mode is series mode. If the VCU detects that the internal power split condition is met, the VCU should switch the mode to direct drive mode first and then switch to power split mode. If the VCU detects that the idle pure electric four-wheel drive condition is met, the VCU should switch the mode to direct drive mode first and then switch to pure electric mode.

[0233] In some embodiments, the actual vehicle system operating mode is series mode, and the initial target system operating mode is power-split mode. If the PS gear in the actual S1 position is unavailable, the VCU should disable power-split switching and correct the target system operating mode to series mode. If the VCU detects that the internal series condition is met, the VCU should first switch the mode to power-split mode and then switch to series mode. If the VCU detects that the internal direct drive condition is met, the VCU should first switch the mode to power-split mode and then switch to direct drive mode. If the VCU detects that the idle pure electric four-wheel drive condition is met, the VCU should first switch the mode to power-split mode and then switch to pure electric mode.

[0234] In some embodiments, the actual system operating mode of the vehicle is series mode, and the initial target system operating mode is pure electric mode. When the clutch is open and the actual gear position and the initial target gear position are inconsistent, if the VCU detects that the internal original series condition is met, the VCU should first switch the mode to pure electric mode and then switch to series mode. When the clutch is not open, if the VCU detects that the internal original series condition is met, the VCU determines that the target system operating mode is series mode.

[0235] When the clutch is engaged and the vehicle's actual gear position differs from the initial target gear position, if the VCU detects that the internal original direct drive conditions are met, the VCU should first switch the mode to pure electric mode and then switch to direct drive mode. When the clutch is not engaged, if the VCU detects that the internal original direct drive conditions are met, the VCU determines that the target system operating mode is direct drive mode.

[0236] When the clutch is open and the vehicle's actual gear position differs from the initial target gear position, if the VCU detects that the internal original power split conditions are met, the VCU should first switch the mode to pure electric mode and then switch to power split mode. When the clutch is not open, if the VCU detects that the internal original power split conditions are met, the VCU determines the target system operating mode to be power split mode.

[0237] In this embodiment, the internal series condition is that the target gear of the front axle is unavailable and the actual S1 position is in EV gear. The internal power shunt condition refers to the requirement that the power shunt condition be met, specifically that the target gear of the front axle is unavailable and the actual S1 position is in PS (power shunt) gear.

[0238] In this embodiment, the idle pure electric four-wheel drive condition is the condition for activating the idle pure electric four-wheel drive function flag, specifically, the initial target gear is not an adjacent gear to the vehicle's actual gear. For example, if the initial target gear is 2nd or 3rd gear, the vehicle's actual gear is N4. Similarly, if the initial target gear is 1st or 2nd gear, the vehicle's actual gear is N1. And if the initial target gear is R or 1st gear, the vehicle's actual gear is N2.

[0239] It should be noted that the method of this disclosure embodiment can be executed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method of this disclosure embodiment, and the multiple devices will interact with each other to complete the method described.

[0240] It should be noted that the above description describes some embodiments of this disclosure. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0241] Based on the same inventive concept, corresponding to any of the above-described embodiments, this disclosure also provides a vehicle control device.

[0242] refer to Figure 2 , Figure 2 The vehicle control device, as described in this embodiment, includes:

[0243] The data acquisition module 201 is configured to determine that the actual system operation mode of the vehicle is serial mode and receive a system operation mode switching instruction, and acquire the actual gear position and the initial target gear position of the vehicle, wherein the initial target gear position is a mechanical gear position adjacent to the actual gear position of the vehicle;

[0244] The gear position determination module 202 is configured to acquire the vehicle shifting status, and in response to the vehicle shifting status being a fault state, determine the target system operation mode and target gear based on the actual gear position of the vehicle and the initial target gear position;

[0245] The vehicle control module 203 is configured to control the vehicle according to the target system operating mode and the target gear.

[0246] In some embodiments, the gear determination module 202 is specifically configured as follows:

[0247] Determine the actual gear type of the vehicle, and determine the target fault type based on the gear type, wherein the gear type includes a first gear type and a second gear type, and the target fault type is a fault in disengaging the actual gear or a fault in engaging the initial target gear;

[0248] The target system operating mode and target gear are determined based on the gear type, the target fault type, the vehicle's actual gear, and the initial target gear.

[0249] In some embodiments, the gear determination module 202 is specifically configured as follows:

[0250] In response to the gear type being the second gear type and the target fault type being the initial target gear shifting fault, the vehicle's initial target system operation mode is obtained, wherein the initial target system operation mode is the mode corresponding to the system operation mode switching command;

[0251] The target system operating mode and target gear are determined based on the initial target system operating mode, the actual gear position of the vehicle, and the initial target gear.

[0252] In some embodiments, the gear determination module 202 is specifically configured as follows:

[0253] In response to the vehicle's actual gear being neutral, and the initial target system operating mode being direct drive or power split mode, the target system operating mode is determined to be series mode and the target gear to be neutral; or,

[0254] In response to the vehicle's actual gear being in neutral and the initial target system operating mode being pure electric mode, the clutch status is obtained. If the clutch is in the open state, the target system operating mode is determined to be series mode and the target gear is in neutral.

[0255] In some embodiments, the gear determination module 202 is specifically configured as follows:

[0256] In response to the vehicle's actual gear being neutral and the initial target system operating mode being direct drive mode, the target system operating mode is determined to be series mode and the target gear to be neutral; or...

[0257] In response to the vehicle's actual gear being the second neutral gear and the initial target system operating mode being the power split mode or pure electric mode, the first gear state of the first adjacent gear (excluding the initial target gear) adjacent to the vehicle's actual gear is obtained, and the target system operating mode and target gear are determined based on the first gear state.

[0258] In some embodiments, the gear determination module 202 is specifically configured as follows:

[0259] In response to the first gear position being in a fault state, the target system operating mode is determined to be serial mode and the target gear is the second neutral gear; or...

[0260] In response to the first gear position being in a non-fault state, the target system operation mode is determined to be the initial target system operation mode and the target gear is the first adjacent gear.

[0261] In some embodiments, the gear determination module 202 is specifically configured as follows:

[0262] In response to the vehicle's actual gear being neutral (fourth gear) and the initial target gear being the first gear, the system acquires the second gear status of the second adjacent gear (excluding the initial target gear and the mechanical reverse gear) adjacent to the vehicle's actual gear, and determines the target system operating mode and target gear based on the second gear status; or...

[0263] In response to the vehicle's actual gear being the fourth neutral gear and the initial target gear being the mechanical reverse gear, the target system operating mode and target gear are determined based on the initial target system operating mode.

[0264] In some embodiments, the gear determination module 202 is specifically configured as follows:

[0265] In response to the second gear position being a fault state, the target system operating mode is determined to be series mode and the target gear is fourth neutral; or...

[0266] In response to the second gear position being a non-faulty state, the target system operation mode is determined to be the initial target system operation mode and the target gear is the second adjacent gear.

[0267] In some embodiments, the gear determination module 202 is specifically configured as follows:

[0268] In response to the initial target system operating mode being power split mode, the target system operating mode is determined to be series mode and the target gear is fourth neutral; or,

[0269] In response to the initial target system operating mode being pure electric mode, the third gear state of the third adjacent gear (excluding the initial target gear) adjacent to the actual gear of the vehicle is obtained, and the target system operating mode and target gear are determined based on the third gear state.

[0270] In some embodiments, the gear determination module 202 is specifically configured as follows:

[0271] In response to the gear type being the first gear type and the target fault type being a vehicle actual gear disengagement fault;

[0272] Determine that the actual gear position of the vehicle is mechanical reverse gear, obtain the initial target system operation mode, and determine the target system operation mode and target gear based on the initial target system operation mode and the initial target gear; or...

[0273] The actual gear of the vehicle is determined to be a mechanical gear other than the mechanical reverse gear, and the target system operation mode is determined to be the initial target system operation mode and the target gear is the actual gear of the vehicle.

[0274] In some embodiments, the gear determination module 202 is specifically configured as follows:

[0275] In response to the initial target system operating mode being power split mode, the target system operating mode is determined to be power split mode, and the target gear is the fourth adjacent gear (excluding the initial target gear) adjacent to the actual gear of the vehicle; or,

[0276] In response to the initial target system operating mode being pure electric mode, the target system operating mode and target gear are determined based on the initial target gear.

[0277] In some embodiments, the gear determination module 202 is specifically configured as follows:

[0278] In response to the initial target gear being the first gear, the target system operating mode is determined to be pure electric mode, and the target gear is the fifth adjacent gear (excluding the first gear) adjacent to the vehicle's actual gear; or,

[0279] In response to the target gear being the second or third gear, the actual gear lever position of the vehicle is obtained, and the target system operation mode and target gear are determined based on the actual gear lever position.

[0280] In some embodiments, the gear determination module 202 is specifically configured as follows:

[0281] In response to the logical gear corresponding to the actual gear lever position being reverse gear, the target system operating mode is determined to be pure electric mode, and the target gear is the sixth adjacent gear (excluding the initial target gear) adjacent to the actual gear position of the vehicle; or,

[0282] In response to the actual gear lever position corresponding to a logical gear other than reverse gear, the target system operation mode is determined to be pure electric mode and the target gear is the fourth neutral gear.

[0283] In some embodiments, the device further includes a shift timing module, which is specifically configured to:

[0284] Obtain the vehicle's actual gear position and initial target gear position, then start timing;

[0285] Once the first timing duration reaches the first preset duration threshold, obtain the vehicle's current gear.

[0286] In response to the fact that the vehicle's current gear position is different from the initial target gear position, the target system operation mode is determined to be serial mode and the target gear position is the vehicle's actual gear position.

[0287] In some embodiments, the apparatus further includes a clutch state determination module, which is specifically configured to:

[0288] Obtain the initial target system operating mode of the vehicle;

[0289] In response to the initial target system operating mode being pure electric mode, the clutch is opened and a timer is started;

[0290] Once the second timing duration reaches the second preset duration threshold, obtain the clutch status;

[0291] In response to the clutch being in a closed state, the target system operating mode is determined to be serial mode and the target gear is the actual gear of the vehicle.

[0292] For ease of description, the above apparatus is described in terms of its functions, divided into various modules. Of course, in implementing this disclosure, the functions of each module can be implemented in one or more software and / or hardware.

[0293] The apparatus of the above embodiments is used to implement the corresponding vehicle control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0294] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle control method described in any of the above embodiments.

[0295] Figure 3 This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0296] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0297] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0298] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0299] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0300] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0301] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0302] The electronic devices described above are used to implement the corresponding vehicle control methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0303] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this disclosure also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the vehicle control method as described in any of the above embodiments.

[0304] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0305] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0306] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle, including the vehicle control device, the electronic device, and the computer-readable storage medium in the above embodiments, wherein the vehicle device implements the vehicle control method described in any of the above embodiments.

[0307] The vehicles described in the above embodiments are used to implement the vehicle control method described in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0308] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0309] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0310] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0311] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0312] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this disclosure (including the claims) is limited to these examples; within the framework of this disclosure, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this disclosure as described above, which are not provided in detail for the sake of brevity.

[0313] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this disclosure, the provided drawings may or may not show well-known power / ground connections to integrated circuit (IC) chips and other components. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this disclosure, and this also takes into account the fact that the details of implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this disclosure will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this disclosure, it will be apparent to those skilled in the art that the embodiments of this disclosure can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0314] Although this disclosure has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0315] This disclosure is intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A vehicle control method, characterized in that, include: If the actual system operation mode of the vehicle is determined to be serial mode and a system operation mode switching command is received, the actual gear position and the initial target gear position of the vehicle are obtained, wherein the initial target gear position is the mechanical gear position adjacent to the actual gear position of the vehicle. The vehicle shift status is obtained, and in response to the vehicle shift status being a fault state, the target system operation mode and target gear are determined based on the actual gear of the vehicle and the initial target gear. The vehicle is controlled according to the target system operating mode and the target gear. The actual system operation mode of the vehicle is series mode, and the initial target system operation mode is direct drive mode. If the internal series condition is met, the target system operation mode is determined to be series mode. If the internal power split condition is met, the system is switched to direct drive mode first and then to power split mode. If the idle pure electric four-wheel drive condition is met, the system is switched to direct drive mode first and then to pure electric mode. The internal series condition is that the target gear on the front axle is unavailable and the actual S1 position is in pure electric mode; the internal power split condition is that the target gear on the front axle is unavailable and the actual S1 position is in power split mode; the idle pure electric four-wheel drive condition is that the initial target gear is not an adjacent gear to the actual gear of the vehicle, and the S1 position indicates the position where the planetary gear set and the transmission hardware are connected.

2. The method according to claim 1, characterized in that, The step of determining the target system operating mode and target gear based on the vehicle's actual gear position and the initial target gear position includes: Determine the actual gear type of the vehicle, and determine the target fault type based on the gear type, wherein the gear type includes a first gear type and a second gear type, and the target fault type is a fault in disengaging the actual gear or a fault in engaging the initial target gear; The target system operating mode and target gear are determined based on the gear type, the target fault type, the vehicle's actual gear, and the initial target gear.

3. The method according to claim 2, characterized in that, The step of determining the target system operating mode and target gear based on the target fault type, the vehicle's actual gear position, and the initial target gear position includes: In response to the gear type being the second gear type and the target fault type being the initial target gear shifting fault, the vehicle's initial target system operation mode is obtained, wherein the initial target system operation mode is the mode corresponding to the system operation mode switching command; The target system operating mode and target gear are determined based on the initial target system operating mode, the actual gear position of the vehicle, and the initial target gear.

4. The method according to claim 3, characterized in that, The step of determining the target system operating mode and target gear based on the initial target system operating mode, the actual gear position of the vehicle, and the initial target gear includes: In response to the vehicle's actual gear being neutral, and the initial target system operating mode being direct drive mode or power split mode, the target system operating mode is determined to be series mode and the target gear to be neutral; or, In response to the vehicle's actual gear being in neutral and the initial target system operating mode being pure electric mode, the clutch status is obtained. If the clutch is in the open state, the target system operating mode is determined to be series mode and the target gear is in neutral.

5. The method according to claim 3, characterized in that, The step of determining the target system operating mode and target gear based on the initial target system operating mode, the actual gear position of the vehicle, and the initial target gear includes: In response to the vehicle's actual gear being neutral and the initial target system operating mode being direct drive mode, the target system operating mode is determined to be series mode and the target gear to be neutral; or... In response to the vehicle's actual gear being the second neutral gear and the initial target system operating mode being the power split mode or pure electric mode, the first gear state of the first adjacent gear (excluding the initial target gear) adjacent to the vehicle's actual gear is obtained, and the target system operating mode and target gear are determined based on the first gear state.

6. The method according to claim 5, characterized in that, Determining the target system operating mode and target gear based on the first gear position includes: In response to the first gear position being in a fault state, the target system operating mode is determined to be serial mode and the target gear is the second neutral gear; or... In response to the first gear position being in a non-fault state, the target system operation mode is determined to be the initial target system operation mode and the target gear is the first adjacent gear.

7. The method according to claim 3, characterized in that, The step of determining the target system operating mode and target gear based on the initial target system operating mode, the actual gear position of the vehicle, and the initial target gear includes: In response to the vehicle's actual gear being neutral (fourth gear) and the initial target gear being the first gear, the system acquires the second gear status of the second adjacent gear (excluding the initial target gear and the mechanical reverse gear) adjacent to the vehicle's actual gear, and determines the target system operating mode and target gear based on the second gear status; or... In response to the vehicle's actual gear being the fourth neutral gear and the initial target gear being the mechanical reverse gear, the target system operating mode and target gear are determined based on the initial target system operating mode.

8. The method according to claim 7, characterized in that, The step of determining the target system operating mode and target gear based on the initial target system operating mode includes: In response to the initial target system operating mode being power split mode, the target system operating mode is determined to be series mode and the target gear is fourth neutral; or, In response to the initial target system operating mode being pure electric mode, the third gear state of the third adjacent gear (excluding the initial target gear) adjacent to the actual gear of the vehicle is obtained, and the target system operating mode and target gear are determined based on the third gear state.

9. The method according to claim 2, characterized in that, The step of determining the target system operating mode and target gear based on the target fault type, the vehicle's actual gear position, and the initial target gear position includes: In response to the gear type being the first gear type and the target fault type being a vehicle actual gear disengagement fault; Determine that the actual gear position of the vehicle is mechanical reverse gear, obtain the initial target system operation mode, and determine the target system operation mode and target gear based on the initial target system operation mode and the initial target gear; or... The actual gear of the vehicle is determined to be a mechanical gear other than the mechanical reverse gear, and the target system operation mode is determined to be the initial target system operation mode and the target gear is the actual gear of the vehicle.

10. The method according to claim 9, characterized in that, The step of determining the target system operating mode and target gear based on the initial target system operating mode and the initial target gear includes: In response to the initial target system operating mode being power split mode, the target system operating mode is determined to be power split mode, and the target gear is the fourth adjacent gear (excluding the initial target gear) adjacent to the actual gear of the vehicle; or, In response to the initial target system operating mode being pure electric mode, the target system operating mode and target gear are determined based on the initial target gear.

11. The method according to claim 10, characterized in that, The step of determining the target system operating mode and target gear based on the initial target gear includes: In response to the initial target gear being the first gear, the target system operating mode is determined to be pure electric mode, and the target gear is the fifth adjacent gear (excluding the first gear) adjacent to the vehicle's actual gear; or, In response to the target gear being the second or third gear, the actual gear lever position of the vehicle is obtained, and the target system operation mode and target gear are determined based on the actual gear lever position.

12. A vehicle, characterized in that, include: Memory, used to store executable programs; processor; When the executable program is executed by the processor, the method as described in any one of claims 1-11 is implemented.

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