Vehicle control method and vehicle

Abstract

This disclosure relates to the field of vehicle control technology, providing a vehicle control method and a vehicle. In response to detecting a power drive mode switch, the method acquires vehicle operating information and determines the initial gear position based on the information. The power drive mode switch is from pure electric mode to direct drive mode. The method acquires the actual gear position of the even-numbered axle and determines the target gear position based on the initial gear position and the actual gear position of the even-numbered axle. Based on the target gear position, the method determines the target clutch and controls it to enter a slippery state to start the engine and enter direct drive mode. This disclosure controls the target clutch to enter a slippery state to start the engine and enter direct drive mode without performing the steps of disengaging, towing, and switching from gear to direct drive. This improves the engine starting speed, enhances the stability of engine starting during gear shifting, reduces the probability of starting failure, avoids battery depletion due to starting failure, and improves the reliability of direct drive driving.

Description

Technical Field

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

[0002] In the field of modern new energy vehicles, especially pure electric vehicles, shift control strategies are crucial to the overall power performance and stability of the vehicle.

[0003] When the vehicle is in pure electric mode, the engine is off. However, when the vehicle switches to direct drive mode, the engine needs to be started and the engine should drive the wheels directly. At this time, because the engine cannot respond in time due to the gear shift when switching from pure electric mode to direct drive mode, the starting process fails. 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 the engine cannot respond in time when switching from pure electric mode to direct drive mode due to gear shifting, resulting in start-up failure.

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

[0006] In response to the detection of a power drive mode switch, vehicle operating information is acquired, and the initial gear of the vehicle is determined based on the vehicle operating information, wherein the power drive mode switch is a switch from pure electric mode to direct drive mode;

[0007] Obtain the actual gear position of the even-numbered axis, and determine the target gear position of the vehicle based on the initial gear position and the actual gear position of the even-numbered axis;

[0008] Determine the target clutch based on the target gear, and control the target clutch to enter a slipping state to start the engine and control the vehicle to enter direct drive mode;

[0009] The target clutch is either a first clutch or a second clutch. The first clutch is connected to the odd-numbered shaft of the dual-clutch transmission, and the second clutch is connected to the even-numbered shaft of the dual-clutch transmission.

[0010] Based on the same inventive concept, a second aspect of this disclosure provides a vehicle control device, comprising:

[0011] The data acquisition module is configured to acquire vehicle operating information in response to detecting a power drive mode switch, and determine the initial gear of the vehicle based on the vehicle operating information, wherein the power drive mode switch is a switch from pure electric mode to direct drive mode.

[0012] The target gear determination module is configured to acquire the actual gear position of the even-numbered axis and determine the target gear position of the vehicle based on the initial gear position and the actual gear position of the even-numbered axis.

[0013] The vehicle control module is configured to determine the target clutch based on the target gear, and control the target clutch to enter a slipping state to start the engine and control the vehicle to enter direct drive mode.

[0014] The target clutch is either a first clutch or a second clutch. The first clutch is connected to the odd-numbered shaft of the dual-clutch transmission, and the second clutch is connected to the even-numbered shaft of the dual-clutch transmission.

[0015] 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 implements the vehicle control method as described above when executing the computer program.

[0016] 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.

[0017] 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.

[0018] As can be seen from the above, this disclosure proposes a vehicle control method and a vehicle. In response to detecting a power drive mode switch, vehicle operating information is acquired, and an initial gear of the vehicle is determined based on the vehicle operating information. The power drive mode switch is from pure electric mode to direct drive mode, and the initial gear is the gear of the vehicle in direct drive mode calculated based on the actual vehicle operating information. The vehicle includes a dual-clutch transmission, which includes a first clutch and a second clutch. The first clutch is connected to an odd-numbered shaft, and the second clutch is connected to an even-numbered shaft. The actual gear of the even-numbered shaft is acquired, and the initial gear of the vehicle is determined based on the initial gear and the actual gear of the even-numbered shaft. The initial gear is the target gear of the vehicle in direct drive mode determined by combining the actual gear of the even-numbered shaft. The initial gear is corrected based on the actual gear of the even-numbered shaft, resulting in a more accurate target gear. The target clutch is determined based on the target gear, and the target clutch is controlled to enter a slippery state to start the engine and control the vehicle to enter direct drive mode, without having to perform the steps of disengaging the gear, towing, and switching to direct drive in series. This helps to improve the engine starting speed, enhances the stability of engine starting during gear shifting, reduces the probability of starting failure, avoids battery depletion due to starting failure, and improves the reliability of the vehicle's direct drive driving. At the same time, since slippery starting is used without disengaging the gear, it avoids the vehicle changing from four-wheel drive mode to two-wheel drive mode due to disengaging the gear. When the vehicle needs to switch from pure electric mode to direct drive mode, it can still maintain four-wheel drive driving during engine starting, enhancing vehicle power stability, improving driving experience and safety. Attached Figure Description

[0019] 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.

[0020] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of the present disclosure;

[0021] Figure 2 This is a schematic diagram of the vehicle structure in an embodiment of this disclosure;

[0022] Figure 3 This is a structural block diagram of a vehicle control device according to an embodiment of the present disclosure;

[0023] Figure 4 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. Detailed Implementation

[0024] 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.

[0025] 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.

[0026] The following are definitions of terms used in this disclosure:

[0027] DCT: Dual-Clutch Transmission (DCT) is a high-efficiency transmission technology that lies between manual and automatic transmissions. It achieves rapid gear shifting by alternating the operation of two sets of clutches, combining fuel economy and driving smoothness.

[0028] 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.

[0029] HCU: Hybrid control unit (HCU) is the overall commander of a hybrid vehicle. It does not directly control any single component, but is responsible for coordinating all power sources and transmission systems, such as the engine, motor, battery, and transmission, to achieve the optimal balance of vehicle power, economy, smoothness, and safety.

[0030] In related technologies, the engine is off when the vehicle is in pure electric mode. However, when the vehicle switches to direct drive mode, the engine needs to be started and the engine directly drives the wheels. At this time, due to the gear shift when switching from pure electric mode to direct drive mode, the engine cannot respond in time, resulting in starting failure. Consequently, if the vehicle is driven continuously in pure electric mode, it will lead to battery depletion and loss of power for the entire vehicle.

[0031] Meanwhile, in pure electric mode, the front motor is on the even-numbered shaft of the transmission, meaning only the even-numbered shaft is in gear. If the vehicle needs to start the engine in pure electric mode, it must disengage 2nd or 4th gear, then enter series mode, and then switch from series mode to direct drive mode. In other words, switching from pure electric mode to direct drive mode requires disengaging the gear, towing, and switching from series to direct drive, resulting in a slow switching speed.

[0032] In other words, in pure electric mode, the vehicle is entirely driven by the front and rear electric motors, and the engine is off. When the system attempts to switch to direct drive mode, the engine needs to start quickly and engage the transmission. However, during the switching process, if the target gear or power distribution mechanism does not match the current vehicle speed and RPM, or if the shift actuator responds sluggishly, the engine may not reach the correct RPM and engage smoothly within the preset time. Although the engine start request has been issued, if the mechanical connection conditions are not met, such as clutch missynchronization or gear engagement failure, the starting process will ultimately be aborted, and the engine will fail to engage successfully.

[0033] Due to engine start failure, the vehicle control system will default to pure electric mode to avoid power interruption. However, this mode is intended for short-term, low-speed, or low-load conditions. If it operates continuously for extended periods, especially under medium-to-high speed and high-load conditions (such as high-speed cruising and hill climbing), the front and rear motors will continuously discharge at high power. The battery's charge will be rapidly depleted until it reaches a state of depletion. At this point, to protect battery life and safety, the system will forcibly limit or cut off the battery's energy output, resulting in a loss of power for the entire vehicle.

[0034] Based on the above description, when switching from pure electric mode to direct drive mode, the engine fails to start due to gear shifting and delayed response, leading to a failure to switch to direct drive mode. This affects the normal use of the vehicle and may even cause battery depletion, resulting in a loss of power for the entire vehicle. Therefore, this embodiment proposes a vehicle control method, such as... Figure 1 As shown, the method includes:

[0035] Step 101: In response to detecting a power drive mode switch, acquire vehicle operating information and determine the initial gear of the vehicle based on the vehicle operating information, wherein the power drive mode switch is a switch from pure electric mode to direct drive mode.

[0036] In practice, the vehicle's current driving mode is pure electric. During vehicle operation, driving information, environmental information, and user needs are monitored in real time. If the driving information meets preset conditions, or if the user selects to switch driving modes, the vehicle's driving mode may change, triggering a switching to direct drive mode. In this embodiment, the driving mode switch is from pure electric mode to direct drive mode. The pure electric mode includes either pure electric four-wheel drive mode or pure electric front-wheel drive mode.

[0037] Specifically, when the vehicle is in pure electric four-wheel drive or pure electric front-wheel drive mode, if the front axle is in gear and the clutch is in a slipping state, the front axle motor drives the entire vehicle while simultaneously using slipping friction to start the engine. This process relies on the front axle being in an effective gear to establish a power transmission path, allowing the motor torque to be transmitted to the engine crankshaft through the gear mechanism, thus achieving a clutchless, impact-free engine start.

[0038] If the vehicle is in pure electric rear-wheel drive mode, the front axle is in N gear (neutral), meaning the front axle is not in gear. Although the clutch can be closed, the power path is not connected, and the front axle motor cannot drive the engine through the gear mechanism, thus preventing slip start.

[0039] In other words, slip start only works when the front axle is in gear. That is, in pure electric rear-wheel drive mode, the engine cannot be started by slipping the clutch.

[0040] In this embodiment, vehicle driving information includes vehicle speed, vehicle battery level, and vehicle acceleration. If the vehicle speed exceeds a preset speed threshold, such as during medium-to-high-speed cruising when engine efficiency is higher, the system will switch to direct drive mode. If the vehicle battery level is below a preset threshold, the system can switch to direct drive mode. Since the engine output power is high and there is still surplus power beyond the drive wheels, the engine can charge the battery. If the vehicle acceleration exceeds a preset acceleration threshold, it indicates that the vehicle is in a rapid acceleration condition, such as when overtaking. In this situation, the motor power may be insufficient, so the system switches to direct drive mode, using the engine to provide greater power to meet the current operating conditions.

[0041] In this embodiment, environmental information includes factors such as the slope of the road surface where the vehicle is located and the ambient temperature. If the slope of the road surface where the vehicle is located exceeds a certain value, the vehicle is in a climbing condition. Due to the motor's power limitation, the motor may not be able to provide sufficient power. Therefore, the system switches to direct drive mode, using the engine to provide greater power to meet the current operating conditions. If the vehicle is driving in extremely low or high temperatures, the battery performance will degrade due to either low temperature or motor overheating. In this case, the system switches to direct drive mode, using the engine to drive the vehicle normally.

[0042] In this embodiment, user demand refers to the user switching driving modes, such as switching to sport mode, hybrid mode, etc. At this time, the power drive mode will be switched to direct drive mode, and the vehicle will be driven by the engine to meet the user's driving mode demand.

[0043] With the current power drive mode being pure electric mode and the target power drive mode being direct drive mode, vehicle operating information is acquired, and the initial gear of the vehicle is determined based on the vehicle operating information.

[0044] In this embodiment, in pure electric mode, the vehicle's front drive motor and rear drive motor are in driving mode, while the engine is off. The vehicle's battery pack supplies power to both the front drive motor and the rear drive motor, enabling the front drive motor to drive the front wheels and the rear drive motor to drive the rear wheels. The front drive motor is located at the front axle and can therefore be called the front axle motor, while the rear drive motor is located at the rear axle and can therefore be called the rear axle motor.

[0045] In this embodiment, in direct-drive four-wheel drive mode, both the rear-drive motor and the engine are in driving mode. The rear-drive motor drives the rear wheels, and the engine drives the front wheels. The state of the front-drive motor is related to the current vehicle speed, specifically:

[0046] In direct-drive four-wheel drive mode, if the current vehicle speed is less than or equal to the crawl speed, the front drive motor is in a non-operating state. The non-operating state can be understood as a zero torque state, that is, the front drive motor does not output torque. In the non-operating state, the front drive motor neither participates in driving the front wheels nor charges the battery pack.

[0047] In direct-drive four-wheel drive mode, if the current vehicle speed is greater than the crawl speed, the front drive motor is either in generator mode or driving mode. When the front drive motor is in generator mode, it is used to charge the battery pack. When the front drive motor is in driving mode, the engine and the front drive motor work together to drive the front wheels.

[0048] Specifically, by comparing the engine's output torque with the torque demanded by the front wheels, it is determined whether the front drive motor is in generator mode or driving mode, including:

[0049] If the engine's output torque exceeds the torque required by the front wheels, it means that the engine's output torque not only meets the front wheels' torque requirements but also has excess torque. In this case, the engine's output torque can be divided into driving torque and charging torque. The driving torque equals the torque required by the front wheels and is used to drive them. The charging torque equals the torque difference between the engine's output torque and the driving torque, which is the excess torque mentioned above. This charging torque is used to supply the front drive motor, which can then charge the battery pack. At this time, the front drive motor is in generator mode.

[0050] If the engine's output torque is less than the torque required by the front wheels, it means the engine's output torque is insufficient to meet the front wheels' torque needs, requiring assistance from the front drive motor. In this case, the torque difference between the front wheels' required torque and the engine's output torque can be determined as the front drive motor's assist torque, allowing the motor to output this assist torque to drive the front wheels along with the engine. At this time, the front drive motor is in driving mode.

[0051] If the engine's output torque equals the torque required by the front wheels, it means the engine's output torque is just enough to meet the front wheels' torque requirements. In this case, the front drive motor does not require assistance or generate electricity; that is, the front drive motor can be in a non-operating state.

[0052] In this embodiment, the initial gear of the vehicle can be determined based on the shift line. Specifically, the vehicle operating information includes vehicle speed and accelerator pedal opening, etc. The vehicle has a pre-stored correspondence between vehicle speed, accelerator pedal opening and gear. Based on the correspondence, the corresponding gear is determined according to the vehicle speed and accelerator pedal opening, which is the initial gear.

[0053] For example, if the vehicle speed is greater than or equal to 10 km / h and less than 18 km / h, the initial gear is 1st gear if the accelerator pedal opening is less than a preset threshold, and 2nd gear if the accelerator pedal opening is greater than the preset threshold. If the vehicle speed is greater than or equal to 18 km / h and less than 30 km / h, the initial gear is 2nd gear if the accelerator pedal opening is small, and 1st gear if the accelerator pedal opening is large. If the vehicle speed is greater than or equal to 30 km / h and less than 70 km / h, the initial gear may be 2nd or 3rd gear depending on the accelerator pedal opening. If the vehicle speed is greater than 70 km / h, the initial gear may be 3rd or 4th gear depending on the accelerator pedal opening.

[0054] Step 102: Obtain the actual gear position of the even-numbered axis, and determine the target gear position of the vehicle based on the initial gear position and the actual gear position of the even-numbered axis.

[0055] In practice, the vehicle includes a dual-clutch transmission, such as... Figure 2 As shown, Figure 2 The diagram below shows the structure of the vehicle in this embodiment. The vehicle includes a first motor 101, a first motor controller 102, a dual-clutch transmission 103, an engine 104, a high-voltage battery 105, a second motor 106, a front wheel 107, a rear wheel 108, and a differential 109.

[0056] The first motor 101 is also called the front-drive motor or P2.5 motor. The first motor 101 drives the front wheels 107 of the vehicle through the dual-clutch transmission 103 or functions as a generator. The first motor controller 102 is used to control the speed, torque, and direction of the first motor 101.

[0057] Specifically, by adjusting the current and voltage of the first motor 101, the rotational speed of the first motor 101 is precisely controlled, ensuring that the first motor 101 operates within its optimal speed range under different operating conditions. According to the vehicle's needs, the output torque of the first motor 101 is precisely controlled, ensuring that the vehicle obtains sufficient driving force during acceleration, hill climbing, and other conditions. By controlling the rotation direction of the first motor 101, it is ensured that the first motor 101 can rotate forward or reverse when needed.

[0058] The dual-clutch transmission 103 is a 4-speed transmission, including 4 forward gears: 1st, 2nd, 3rd, and 4th. Specifically, the dual-clutch transmission includes: K1 clutch 1031, K2 clutch 1032, first input shaft 1033, second input shaft 1034, first synchronizer 1035, and second synchronizer 1036.

[0059] Clutches K1 1031 and K2 1032 are used to connect or disconnect the mechanical connection between the engine 104 and the input shaft of the dual-clutch transmission 103. The input shaft of the dual-clutch transmission is the aforementioned first input shaft 1033 and second input shaft 1034. Specifically, clutch K1 1031 is connected to the first input shaft 1033. When clutch K1 1031 is in the open state, the engine 104 is disconnected from the first input shaft 1033. When clutch K1 1031 is in the closed state, the engine 104 is connected to the first input shaft 1033. Clutch K2 1032 is connected to the second input shaft 1034. When clutch K2 1032 is in the open state, the engine 104 is disconnected from the second input shaft 1034. When clutch K2 1032 is in the closed state, the engine 104 is connected to the second input shaft 1034.

[0060] The first input shaft 1033, also known as the odd-numbered shaft, includes odd-numbered gears: 1st gear and 3rd gear. The first synchronizer 1035 is used to select 1st gear or 3rd gear on the first input shaft 1033 so that the engine 104 can transmit the power corresponding to 1st gear or 3rd gear. The second input shaft 1034, also known as the even-numbered shaft, includes even-numbered gears: 2nd gear and 4th gear. The second synchronizer 1036 is used to select 2nd gear or 4th gear on the second input shaft 1034 so that the engine 104 can transmit the power corresponding to 2nd gear or 4th gear.

[0061] In this embodiment, the first motor 101 is also connected to the second input shaft 1034 of the dual-clutch transmission 103, and the K2 clutch 1032 is also used to connect or disconnect the engine 104 from the first motor 101.

[0062] Engine 104 is one of the vehicle's power sources, generating power by burning fuel (such as gasoline or diesel). The power generated by engine 104 is transmitted to dual-clutch transmission 103 via a clutch, ultimately driving the front wheels 107 of the vehicle. High-voltage battery 105 supplies power to the second motor 106 and the first motor 101, enabling them to output torque and drive the vehicle. The second motor 106, also known as the rear-drive motor or P4 motor, transmits power to the rear wheels 108 of the vehicle when it is running, driving the vehicle. Differential 109 allows the left and right wheels to rotate at different speeds when the vehicle is turning. Through differential 109, the outer wheel can rotate at a faster speed, and the inner wheel can rotate at a slower speed, ensuring smooth cornering.

[0063] In this embodiment, the vehicle includes a DCT and a TCU. The DCT includes an odd-numbered shaft, a first clutch (K1 clutch), a first output shaft, a first synchronizer, an even-numbered shaft, a second clutch (K2 clutch), a second output shaft, and a second synchronizer. The odd-numbered shafts are connected to the first clutch, and the first synchronizer is fitted onto the first output shaft; the first clutch and the first synchronizer correspond to the odd-numbered shafts. The even-numbered shafts are connected to the second clutch, and the second synchronizer is fitted onto the second output shaft; the second clutch and the second synchronizer correspond to the even-numbered shafts.

[0064] The dual-clutch transmission integrates a motor. In pure electric mode, the motor engages with the even-numbered shaft, meaning the even-numbered shaft is in operation. At this time, the actual gear position of the even-numbered shaft is acquired, and the vehicle's target gear is determined based on the initial gear position and the actual gear position of the even-numbered shaft. The initial gear position is the target gear for the vehicle in direct-drive mode, determined by combining the initial gear position with the actual gear position of the even-numbered shaft.

[0065] Step 103: Determine the target clutch according to the target gear, and control the target clutch to enter the slipping state to start the engine and control the vehicle to enter the direct drive mode; wherein, the target clutch is a first clutch or a second clutch, the first clutch is connected to the odd-numbered shaft of the dual-clutch transmission, and the second clutch is connected to the even-numbered shaft of the dual-clutch transmission.

[0066] In practice, the target clutch is determined based on the target gear, and the target clutch is controlled to enter a slippery state to start the engine and enter direct drive mode. Based on the above description, the target clutch can be either the first clutch or the second clutch.

[0067] In this embodiment, when the target clutch is controlled to enter a slipping state, the other clutch can be disengaged. That is, while the first clutch is controlled to enter a slipping state, the second clutch can be disengaged. Conversely, while the second clutch is controlled to enter a slipping state, the first clutch can be disengaged.

[0068] The above scheme, in response to the detection of a power drive mode switch, acquires vehicle operating information and determines the vehicle's initial gear based on this information. The power drive mode switch is from pure electric mode to direct drive mode, and the initial gear is the gear calculated based on the vehicle's actual operating information in direct drive mode. The vehicle includes a dual-clutch transmission, which includes a first clutch and a second clutch. The first clutch is connected to odd-numbered shafts, and the second clutch is connected to even-numbered shafts. The actual gear position on the even-numbered shafts is acquired, and the vehicle's initial gear is determined based on the initial gear and the actual gear position on the even-numbered shafts. The initial gear is the target gear in direct drive mode determined by combining the actual gear position on the even-numbered shafts. Correcting the initial gear based on the actual gear position on the even-numbered shafts results in a more accurate target gear. The target clutch is determined based on the target gear, and the target clutch is controlled to enter a slippery state to start the engine and enter direct drive mode, without performing the steps of disengaging the gear, towing, and switching to direct drive in series. This improves the engine's starting speed, enhances the stability of engine starting during gear shifting, reduces the probability of starting failure, avoids battery depletion due to starting failure, and improves the reliability of the vehicle's direct drive driving. Simultaneously, because slippery starting is used without disengaging the gear, it avoids the vehicle switching from four-wheel drive mode to two-wheel drive mode due to disengaging the gear. When the vehicle needs to switch from pure electric mode to direct drive mode, it can maintain four-wheel drive driving during engine starting, enhancing vehicle power stability and improving driving experience and safety.

[0069] In some embodiments, when a fault occurs in the odd-numbered or even-numbered axles of the vehicle, a fail-safe strategy is implemented to avoid mechanical damage. Therefore, when determining the target gear of the vehicle, it is first necessary to determine the operating status of the odd-numbered or even-numbered axles to judge whether a fault exists in the odd-numbered or even-numbered axles. That is, determining the target gear of the vehicle based on the initial gear and the actual gear of the even-numbered axle in step 102 includes:

[0070] Step 1021: In response to the initial gear being the first gear or the actual gear of the even-numbered axis being the same as the initial gear, obtain the first operating state of the even-numbered axis, and determine the target gear of the vehicle based on the first operating state and the actual gear of the even-numbered axis.

[0071] In practice, if the initial gear is the first gear, or the actual gear of the even-numbered axis is the same as the initial gear, the target gear of the vehicle should be determined by combining the operating state of the even-numbered axis. That is, the first operating state of the even-numbered axis is obtained, and the target gear of the vehicle is determined based on the first operating state and the actual gear of the even-numbered axis.

[0072] In this embodiment, the even-numbered axis gears are the second and fourth gears, i.e., gear 2 and gear 4. The initial gear is the first gear, i.e., the initial gear calculated based on the shift line is gear 1. Therefore, the initial gear being the first gear, or the actual gear of the even-numbered axis being the same as the initial gear, includes the following cases:

[0073] The initial gear is 1st gear. The first operating state of the even-numbered axis is obtained. Based on the first operating state and the actual gear position of the even-numbered axis, the target gear of the vehicle is determined. Alternatively,

[0074] The initial gear is 2nd gear, and the actual gear position of the even-numbered axis is 2nd gear. The first operating state of the even-numbered axis is obtained, and the target gear of the vehicle is determined based on the first operating state and the actual gear position of the even-numbered axis. Alternatively,

[0075] The initial gear is 4th gear, and the actual gear of the even-numbered axis is 4th gear. The first operating state of the even-numbered axis is obtained, and the target gear of the vehicle is determined based on the first operating state and the actual gear of the even-numbered axis.

[0076] In this embodiment, when the initial gear is 1st gear, it means that a low gear is selected based on vehicle speed and throttle opening to meet the high torque demand; that is, the vehicle is in a low-speed, high-throttle-opening state. If the actual gear of the even-numbered axle is 4th gear, the motor will be in a low-speed, high-load range, which may result in low efficiency or even trigger protection. Therefore, based on power coordination consistency and driving stability, such an unreasonable gear combination is prohibited. That is, when the initial gear is 1st gear, the actual gear of the even-numbered axle can only be 2nd gear.

[0077] Specifically, the first operating state of the even-numbered axle includes a fault state or a non-fault state, and then the target gear of the vehicle is determined based on the first operating state and the actual gear position of the even-numbered axle, specifically including:

[0078] Step A: In response to the first operating state being a fault state, determine that the target gear of the vehicle is neutral; or,

[0079] Step B: In response to the first operating state being a non-fault state, the target gear of the vehicle is determined to be the actual gear of the even-numbered axle.

[0080] In practice, the first operating state of the even-numbered axle is determined. If the first operating state is a fault state, it indicates that there is a fault in the even-numbered axle, and the target gear of the vehicle is set to neutral. If the first operating state is a non-fault state, the target gear of the vehicle is the actual gear of the even-numbered axle.

[0081] In this embodiment, whether there is a fault in the even-numbered axle of the vehicle can be determined by whether the gear position status of the even-numbered axle can be obtained. If the gear position status of the even-numbered axle is obtained, an error command is returned, such as an error in the gear position status of the even-numbered axle, which indicates that there is a fault in the even-numbered axle, and the target gear of the vehicle is determined to be neutral.

[0082] In this embodiment, regarding whether there is a fault in the even-numbered axle of the vehicle, if a communication loss triggers a TCU level 3 fault, the actual gear position is out of range, the actual state of the K2 clutch is out of range, and the CAN bus is faulty, the even-numbered axle neutral flag is activated, indicating that there is a fault in the even-numbered axle, and the target gear of the vehicle is determined to be neutral.

[0083] For example, if the initial gear is 2nd gear and the actual gear of the even-numbered axle is 2nd gear, and the even-numbered axle's neutral flag is activated or the even-numbered axle's gear status is incorrect, then the vehicle's target gear is determined to be neutral. Otherwise, the vehicle's target gear is 2nd gear.

[0084] In another example, if the initial gear is 4th gear and the actual gear on the even-numbered axle is 4th gear, the target gear for the vehicle is determined to be neutral if the even-numbered axle's neutral flag is activated or the even-numbered axle's gear status is incorrect. Otherwise, the target gear for the vehicle is 4th gear.

[0085] In another example, if the initial gear is 1st gear and the actual gear on the even-numbered axle is 2nd gear, and the even-numbered axle's neutral flag is activated or the even-numbered axle's gear status is incorrect, then the vehicle's target gear is determined to be neutral. Otherwise, the vehicle's target gear is 2nd gear.

[0086] or,

[0087] Step 1022: In response to the initial gear being the third gear or another gear adjacent to the third gear, and the actual gear of the even-numbered axis being different from the initial gear, the second operating state of the odd-numbered axis is obtained, and the target gear of the vehicle is determined based on the second operating state and the initial gear.

[0088] In practice, if the initial gear is the third gear or another gear adjacent to the third gear, and the actual gear of the even-numbered axis is different from the initial gear, the target gear of the vehicle should be determined by combining the operating state of the odd-numbered axis. That is, the first operating state of the odd-numbered axis is obtained, and the target gear of the vehicle is determined based on the first operating state and the actual gear of the odd-numbered axis.

[0089] In this embodiment, the initial gear is the third gear or another gear adjacent to the third gear. The third gear is 3rd gear, and the other gears adjacent to the third gear are 2nd gear and 4th gear. Therefore, the initial gear is the third gear or another gear adjacent to the third gear, and the actual gear of the even-numbered axis is different from the initial gear, including the following cases:

[0090] The initial gear is 3rd gear, and the actual gear on the even-numbered axes is 2nd gear. The second operating state of the odd-numbered axes is obtained, and the target gear of the vehicle is determined based on the second operating state and the initial gear. Alternatively,

[0091] The initial gear is 4th gear, and the actual gear on the even-numbered axes is 2nd gear. The second operating state of the odd-numbered axes is obtained, and the target gear of the vehicle is determined based on the second operating state and the initial gear. Alternatively,

[0092] The initial gear is 2nd gear, and the actual gear on the even-numbered axes is 4th gear. The second operating state of the odd-numbered axes is obtained, and the target gear of the vehicle is determined based on the second operating state and the initial gear. Alternatively,

[0093] The initial gear is 3rd gear, and the actual gear of the even-numbered axis is 4th gear. The second operating state of the odd-numbered axis is obtained, and the target gear of the vehicle is determined based on the second operating state and the initial gear.

[0094] Specifically, the second operating state of the odd-numbered axes includes a fault state or a non-fault state, and then the target gear of the vehicle is determined based on the second operating state and the initial gear position, specifically including:

[0095] Step a: In response to the second operating state being a fault state, determine that the target gear of the vehicle is neutral; or,

[0096] Step b: In response to the second operating state being a non-fault state, the target gear of the vehicle is determined to be the third gear.

[0097] In practice, the second operating state of the odd-numbered shafts is determined. If the second operating state is a fault state, it indicates that there is a fault in the odd-numbered shafts, and the target gear of the vehicle is set to neutral. If the second operating state is a non-fault state, the target gear of the vehicle is set to third gear.

[0098] In this embodiment, the presence of a fault on the odd-numbered axle of the vehicle can be determined by whether the gear position status of the odd-numbered axle can be obtained. If the gear position status of the odd-numbered axle is obtained, an error command is returned, indicating that the odd-numbered axle is faulty, and the target gear of the vehicle is determined to be neutral.

[0099] In this embodiment, regarding whether there is a fault in the odd-numbered shaft of the vehicle, if a communication loss triggers a TCU level 3 fault, the actual gear position is out of range, the actual state of the K1 clutch is out of range, and the CAN bus is faulty, the odd-numbered shaft neutral flag is activated, indicating that there is a fault in the odd-numbered shaft, and the target gear of the vehicle is determined to be neutral.

[0100] In this embodiment, when determining the target gear of the vehicle based on the second operating state and the initial gear position, the determination of the target gear being neutral requires, in addition to satisfying an odd-numbered shaft fault, also satisfying the activation of the target gear neutral flag. Specifically, the conditions for activating the target gear neutral flag are: communication loss triggering a TCU level 3 fault, actual gear out of range, actual state of clutch K1 out of range, and actual state of clutch K2 out of range coupled with a CAN bus fault.

[0101] For example, if the initial gear is 3rd gear and the actual gear on the even-numbered axle is 2nd gear, and the odd-numbered axle's neutral gear indicator is activated, or the odd-numbered axle's gear position is incorrect, or the target gear neutral gear indicator is activated, then the vehicle's target gear is determined to be neutral. Otherwise, the vehicle's target gear is 3rd gear. Alternatively,

[0102] The initial gear is 4th gear, and the actual gear position on even-numbered axles is 2nd gear. If the neutral gear indicator is activated on odd-numbered axles, or the gear position on odd-numbered axles is incorrect, or the target gear neutral gear indicator is activated, the target gear position of the vehicle is determined to be neutral. Otherwise, the target gear position of the vehicle is 3rd gear. Alternatively,

[0103] The initial gear is 2nd gear, and the actual gear on even-numbered axles is 4th gear. If the neutral gear indicator is activated on odd-numbered axles, or the odd-numbered axle gear status is incorrect, or the target gear neutral gear indicator is activated, the target gear of the vehicle is determined to be neutral. Otherwise, the target gear of the vehicle is 3rd gear. Alternatively,

[0104] The initial gear is 3rd gear, and the actual gear on even-numbered axles is 4th gear. If the neutral gear indicator is activated on odd-numbered axles, or the gear status on odd-numbered axles is incorrect, or the target gear neutral gear indicator is activated, the target gear of the vehicle is determined to be neutral. Otherwise, the target gear of the vehicle is 3rd gear.

[0105] In some embodiments, after determining the target clutch, when controlling the target clutch to enter a slipping state, it is necessary to further determine which gear the target clutch uses for slipping, that is, the step 103 described in which the target clutch is determined according to the target gear, and the target clutch is controlled to enter a slipping state to start the engine and enter direct drive mode, specifically including:

[0106] Step 1031: Determine the target clutch and the target clutch gear corresponding to the target gear based on the target gear.

[0107] Step 1032: Control the target clutch to slip in the target clutch gear to start the engine and enter the target gear in direct drive mode.

[0108] In practice, the target clutch is determined based on the target gear, and the corresponding target clutch gear is determined accordingly. Since the target clutch is either the first or second clutch, and the first clutch is connected to an odd-numbered shaft, the gears corresponding to odd-numbered shafts are the first and third gears. Therefore, when the target clutch is the first clutch, the target clutch gear is either the first or third gear. The second clutch is connected to an even-numbered shaft, and the gears corresponding to even-numbered shafts are the second and fourth gears. Therefore, when the target clutch is the second clutch, the target clutch gear is either the second or fourth gear.

[0109] Once the target clutch gear is determined, the target clutch can be controlled to slip and start the engine, entering the target gear in direct drive mode.

[0110] For example, if the target clutch is the first clutch and the target clutch gear is 3rd gear, and the vehicle's target gear is 2nd gear, then the engine is started by slipping the first clutch in 3rd gear and entering 2nd gear in direct drive mode.

[0111] In some embodiments, step 1031, which involves determining the target clutch and the target clutch gear corresponding to the target gear, specifically includes:

[0112] Step 10311: In response to the target gear being either the first gear or the third gear, determine that the target clutch is the first clutch connected to the odd-numbered shaft; determine the gear to be determined based on the actual gear position of the even-numbered shaft; and determine the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear position; or...

[0113] Step 10312: In response to the target gear being the second gear or the fourth gear, determine that the target clutch is the second clutch connected to the even-numbered shaft, and determine that the target clutch gear corresponding to the second clutch is the actual gear of the even-numbered shaft.

[0114] In practice, since the target clutch is either the first clutch or the second clutch, and the first clutch is connected to the odd-numbered shaft, the gears corresponding to the odd-numbered shaft are the first and third gears. Therefore, if the target gears are the first and third gears, the corresponding target clutch is the first clutch connected to the odd-numbered shaft.

[0115] At this point, the gear to be determined is determined based on the actual gear position of the even-numbered axis, and the first target clutch gear corresponding to the first clutch is determined based on the gear to be determined and the initial gear position. The gear to be determined is the gear that needs to be considered when determining the target clutch gear corresponding to the first clutch connected to the odd-numbered axis. It is understood that there are multiple gears to be determined.

[0116] Because the second clutch is connected to the even-numbered shaft, and the gears corresponding to the even-numbered shaft are the second and fourth gears, if the target gear is the second or fourth gear, the corresponding target clutch is the second clutch connected to the even-numbered shaft. Since the even-numbered shaft is in gear in pure electric mode, when the target clutch is the second clutch connected to the even-numbered shaft, the target clutch gear corresponding to the second clutch is determined to be the current actual gear of the even-numbered shaft.

[0117] For example, if the target clutch is the second clutch, the target clutch gear is 4th gear, and the vehicle's target gear is 2nd gear, then the engine is started by slipping the second clutch in 4th gear and entering 2nd gear in direct drive mode.

[0118] In some embodiments, when the speed ratio difference between the pre-selected gear and the actual required gear is too large, the clutch speed difference is too large, resulting in an inability to start smoothly or shift gears. Therefore, the speed ratio difference between the two shafts of the dual-clutch transmission should not be too large. Thus, since the even-numbered shaft is in gear in pure electric mode, meaning it has an actual gear, when determining the target clutch gear of the first clutch (which is connected to the odd-numbered shaft), the actual gear of the even-numbered shaft must be considered. Specifically, step 10311, which involves determining the gear to be determined based on the actual gear of the even-numbered shaft, includes:

[0119] Step 10A: In response to the fact that the actual gear position of the even-numbered axis is the second gear position, determine the gear position to be determined as the first determination gear position, wherein the first determination gear position includes the first gear position, the second gear position, and the third gear position; or,

[0120] Step 10B: In response to the fact that the actual gear position of the even-numbered axis is the fourth gear position, the gear position to be determined is determined as the second determination gear position, wherein the second determination gear position includes the third gear position and the fourth gear position.

[0121] In practice, if the actual gear position of the even-numbered axis is the second gear, then the gear to be determined is determined as the first determination gear. The first determination gear includes the first gear, the second gear, and the third gear. That is, the gear to be determined does not include the fourth gear.

[0122] Specifically, since the even-numbered shaft is actually in second gear, it is currently engaged in second gear and may be transmitting power through the even-numbered clutch. However, during slip start, the speed difference between the two sides of the clutch cannot be too large; otherwise, slip will generate excessive heat, causing severe wear, difficulty in control, or even excessive impact. Therefore, due to the significant difference between the second and fourth gear ratios, the slip start condition is not met. Consequently, when the even-numbered shaft is actually in second gear, the fourth gear is not included in the gear selection criteria.

[0123] If the actual gear position of the even-numbered axis is the fourth gear, then the gear to be determined is determined as the second determination gear, wherein the second determination gear includes the third gear and the fourth gear. Similarly, because the speed ratio difference between the first gear and the second gear and the fourth gear of the current even-numbered axis is large, the slip friction start condition is not met, therefore the first gear and the second gear are not included in the gears to be determined.

[0124] In some embodiments, when determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear, it is preferable to determine the gears sequentially from the higher gears to the lower gears in the first gear to be determined. That is, the step 10311 of determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear specifically includes:

[0125] Step 201: In response to the initial gear being the first gear or the second gear and the gear to be determined being the first determination gear, determine the first clutch speed difference of the first clutch when it is in the third gear;

[0126] Step 202: In response to the first clutch speed difference satisfying the first preset speed difference range and the second operating state of the odd-numbered shaft being a non-fault state, determine the first target clutch gear corresponding to the first clutch as the third gear; or,

[0127] Step 203: In response to the first clutch speed difference not meeting the first preset speed difference range, determine the second clutch speed difference when the second clutch is in the second gear; if the second clutch speed difference meets the second preset speed difference range, obtain the odd-numbered shaft pre-engaged gear, and determine the first target clutch gear corresponding to the first clutch as the odd-numbered shaft pre-engaged gear; or...

[0128] Step 204: In response to the second clutch speed difference not meeting the second preset speed difference range, determine the third clutch speed difference of the first clutch when it is in the first gear. If the third clutch speed difference meets the third preset speed difference range and the second operating state of the odd-numbered shaft is a non-fault state, determine the first target clutch gear corresponding to the first clutch as the first gear.

[0129] In practice, when determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear, it is preferable to determine the gears sequentially from the highest gear to the lowest gear in the first gear to be determined. The first gear to be determined includes the first gear, the second gear, and the third gear, which correspond to gear 1, gear 2, and gear 3 respectively, and are ordered from the highest gear to the lowest gear as the third gear, the second gear, and the first gear.

[0130] If the initial gear is the first gear or the second gear, and the gear to be determined is the first determination gear, determine the first clutch speed difference when the first clutch is in the third gear, wherein the first clutch speed difference is the speed difference between the two ends of the first clutch in the third gear, that is, the difference between the engine speed and the wheel speed in the third gear.

[0131] If the speed difference of the first clutch meets the first preset speed difference range, the second operating state of the odd-numbered shaft is obtained. If the second operating state is a fault state, the first target clutch gear corresponding to the first clutch is determined to be neutral. If the second operating state is a non-fault state, the first target clutch gear corresponding to the first clutch is determined to be the third gear. The first target clutch gear is the target gear of the odd-numbered shaft.

[0132] For example, the initial gear is 1st gear, the actual gear of the even-numbered shaft is 2nd gear, and the first preset speed difference range is 1000rpm to 2500rpm. If the first clutch speed difference of clutch K1 is 2000rpm in 3rd gear, then the first clutch speed difference meets the first preset speed difference range, and it is determined whether there is a fault on the odd-numbered shaft. If the odd-numbered shaft neutral indicator is activated, or the odd-numbered shaft gear status is incorrect, or the target gear neutral indicator is activated, the target gear on the odd-numbered shaft is in neutral. Otherwise, the target gear on the odd-numbered shaft is in 3rd gear.

[0133] If the speed difference of the first clutch does not meet the first preset speed difference range, the second clutch speed difference when the second clutch is in the second gear is determined. The second clutch speed difference is compared with the second preset speed difference range. If the second clutch speed difference meets the second preset speed difference range, the odd-numbered shaft pre-engaged gear is obtained, and the first target clutch gear corresponding to the first clutch is determined to be the odd-numbered shaft pre-engaged gear, that is, the odd-numbered shaft target gear is the odd-numbered shaft pre-engaged gear. The first preset speed difference range and the second preset speed difference range can be the same or different, and are not limited here.

[0134] For example, the initial gear is 1st gear, the actual gear of the even-numbered shaft is 2nd gear, the first preset speed difference range is 1000rpm to 2500rpm, and the second preset speed difference range is 1000rpm to 2500rpm. If the first clutch speed difference of clutch K1 in 3rd gear is 2700rpm, then the first clutch speed difference does not meet the first preset speed difference range. At this time, it is determined that the second clutch speed difference of clutch K2 in 2nd gear is 2000rpm, then the second clutch speed difference meets the second preset speed difference range, and the target gear of the odd-numbered shaft is determined to be the pre-engaged gear of the odd-numbered shaft.

[0135] If the second clutch speed difference does not meet the second preset speed difference range, determine the third clutch speed difference of the first clutch in the first gear. If the third clutch speed difference meets the third preset speed difference range, obtain the second operating state of the odd-numbered shaft. If the second operating state is a fault state, determine the first target clutch gear corresponding to the first clutch as neutral. If the second operating state of the odd-numbered shaft is a non-fault state, determine the first target clutch gear corresponding to the first clutch as the first gear.

[0136] For example, the initial gear is 1st gear, the actual gear of the even-numbered shaft is 2nd gear, the first preset speed difference range is 1000rpm to 2500rpm, the second preset speed difference range is 1000rpm to 2500rpm, and the third preset speed difference range is 1000rpm to 2500rpm. If the first clutch speed difference of clutch K1 in 3rd gear is 2700rpm, then the first clutch speed difference does not meet the first preset speed difference range. At this time, the second clutch speed difference of clutch K2 in 2nd gear is determined to be 2600rpm, then the second clutch speed difference does not meet the second preset speed difference range. The third clutch speed difference of clutch K1 in 1st gear is determined to be 1900rpm, then the third clutch speed difference meets the third preset speed difference range, and it is determined whether there is a fault on the odd-numbered shaft. If the odd-numbered shaft neutral indicator is activated, or the odd-numbered shaft gear status is incorrect, or the target gear neutral indicator is activated, the target gear on the odd-numbered shaft is in neutral. Otherwise, the target gear on the odd-numbered shaft is in 1st gear.

[0137] In this embodiment, if the speed difference of the first clutch does not meet the first preset speed difference range, the speed difference of the second clutch does not meet the second preset speed difference range, and the speed difference of the third clutch does not meet the third preset speed difference range, the target gear of the vehicle is neutral. The target gear for the odd-numbered shaft is determined as the pre-engaged gear for the odd-numbered shaft. The first operating state of the even-numbered shaft is obtained; if the first operating state is a non-fault state, the target gear for the even-numbered shaft is determined based on the shift line of the even-numbered shaft.

[0138] If the first operating state is a fault state, the vehicle speed is acquired. If the vehicle speed is greater than or equal to a preset speed threshold, the even-numbered axis target gear is determined to be the actual even-numbered axis gear. If the vehicle speed is less than the preset speed threshold, the even-numbered axis target gear is determined to be neutral.

[0139] In some embodiments, when determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear, it is preferable to determine the gears sequentially from the higher gears to the lower gears in the first gear to be determined. That is, the step 10311 of determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear specifically includes:

[0140] Step 301: In response to the initial gear being the third or fourth gear and the gear to be determined being the first determination gear, determine the first clutch speed difference of the first clutch when it is in the third gear;

[0141] Step 302: In response to the first clutch speed difference satisfying the first preset speed difference range and the second operating state of the odd-numbered shaft being a non-fault state, determine the first target clutch gear corresponding to the first clutch as the third gear; or,

[0142] Step 303: In response to the first clutch speed difference not meeting the first preset speed difference range, determine the second clutch speed difference when the second clutch is in the second gear. If the second clutch speed difference meets the second preset speed difference range and the second operating state of the odd-numbered shaft is a non-fault state, determine the first target clutch gear corresponding to the first clutch as the third gear; or...

[0143] Step 304: In response to the second clutch speed difference not meeting the second preset speed difference range, determine the third clutch speed difference of the first clutch when it is in the first gear. If the third clutch speed difference meets the third preset speed difference range and the second operating state of the odd-numbered shaft is a non-fault state, determine the working state of the first clutch and the engine coordination state, and determine the first target clutch gear corresponding to the first clutch based on the working state and the engine coordination state.

[0144] In practice, when determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear, it is preferable to determine the gears sequentially from the highest gear to the lowest gear in the first gear to be determined. The first gear to be determined includes the first gear, the second gear, and the third gear, which correspond to gear 1, gear 2, and gear 3 respectively, and are ordered from the highest gear to the lowest gear as the third gear, the second gear, and the first gear.

[0145] If the initial gear is the third or fourth gear and the gear to be determined is the first determination gear, the first clutch speed difference of the first clutch when it is in the third gear is determined, wherein the first clutch speed difference is the speed difference between the two ends of the first clutch when it is in the third gear, that is, the difference between the engine speed and the wheel speed when it is in the third gear.

[0146] If the speed difference of the first clutch meets the first preset speed difference range, the second operating state of the odd-numbered shaft is obtained. If the second operating state is a fault state, the first target clutch gear corresponding to the first clutch is determined to be neutral. If the second operating state is a non-fault state, the first target clutch gear corresponding to the first clutch is determined to be the third gear. The first target clutch gear is the target gear of the odd-numbered shaft.

[0147] For example, the initial gear is 3rd gear, the actual gear of the even-numbered shaft is 2nd gear, and the first preset speed difference range is 1000rpm to 2500rpm. If the first clutch speed difference of clutch K1 is 2000rpm in 3rd gear, then the first clutch speed difference meets the first preset speed difference range, and it is determined whether there is a fault on the odd-numbered shaft. If the odd-numbered shaft neutral indicator is activated, or the odd-numbered shaft gear status is incorrect, or the target gear neutral indicator is activated, the target gear on the odd-numbered shaft is in neutral. Otherwise, the target gear on the odd-numbered shaft is in 3rd gear.

[0148] If the speed difference of the first clutch does not meet the first preset speed difference range, determine the second clutch speed difference when the second clutch is in the second gear. Compare the second clutch speed difference with the second preset speed difference range. If the second clutch speed difference meets the second preset speed difference range, obtain the second operating state of the odd-numbered shaft. If the second operating state is a fault state, determine that the first target clutch gear corresponding to the first clutch is neutral. If the second operating state is a non-fault state, determine that the first target clutch gear corresponding to the first clutch is the third gear.

[0149] For example, the initial gear is 3rd gear, the actual gear of the even-numbered shaft is 2nd gear, the first preset speed difference range is 1000rpm to 2500rpm, and the second preset speed difference range is 1000rpm to 2500rpm. If the first clutch speed difference of clutch K1 in 3rd gear is 2700rpm, then the first clutch speed difference does not meet the first preset speed difference range. At this time, it is determined that the second clutch speed difference of clutch K2 in 2nd gear is 2000rpm, then the second clutch speed difference meets the second preset speed difference range, and it is determined whether there is a fault on the odd-numbered shaft. If the odd-numbered shaft neutral indicator is activated, or the odd-numbered shaft gear status is incorrect, or the target gear neutral indicator is activated, the target gear on the odd-numbered shaft is neutral. Otherwise, the target gear on the odd-numbered shaft is 3rd gear.

[0150] If the speed difference of the second clutch does not meet the second preset speed difference range, determine the speed difference of the third clutch when the first clutch is in the first gear. If the speed difference of the third clutch meets the third preset speed difference range, obtain the second operating state of the odd-numbered shaft.

[0151] If the second operating state is a fault state, then the first target clutch gear corresponding to the first clutch is determined to be neutral. If the second operating state of the odd-numbered shaft is a non-fault state, the operating state of the first clutch and the engine coordination state are determined, and the first target clutch gear corresponding to the first clutch is determined based on the operating state and the engine coordination state.

[0152] In this embodiment, the working state of the first clutch includes an open state or a closed state. If the first clutch is in the closed state, it means that the vehicle is driving in a gear (such as 1st or 3rd gear) on an odd-numbered shaft, or is about to shift from a gear on an even-numbered shaft to a gear on an odd-numbered shaft, and the first clutch is in the process of engaging.

[0153] In this embodiment, the engine coordination state refers to the logical state in which the vehicle powertrain manages and controls the engine's automatic start-stop function to meet safety and functional requirements. The engine coordination state includes Normal Operation, Transmit Torque, PreOperation, FailSilent, and Sleep.

[0154] The system is divided into three states: Normal operation state, Pre-operation state, and Sleep state. Normal operation state indicates that the system is fault-free, the engine start-stop function is fully functional, and it can automatically shut down and start the engine according to the strategy. Torque transmission state indicates that a potential safety fault has been detected; the system prohibits automatic engine shutdown to keep the engine running, prioritizing power transmission capability and entering a safe fault-tolerant state. Sleep state indicates that the system is in the initialization or recovery phase, strictly limiting all non-core functions (including start-stop) and performing self-checks to determine whether it can enter a normal operating state. Fault silence state indicates that a serious fault has been detected; the system actively disables related functions (such as start-stop) and may limit power to enter the safest stationary state in a deterministic manner. Sleep state indicates a low-power state after the vehicle is powered down; all control functions are turned off, awaiting the next wake-up signal.

[0155] Specifically, step 304, which involves determining the first target clutch gear corresponding to the first clutch based on the operating state and the engine coordination state, includes:

[0156] Step 3041: In response to the operating state being in the "on" state and the engine coordination state being in the preset coordination state, determine that the first target clutch gear corresponding to the first clutch is the third gear; or,

[0157] Step 3042: In response to the working state being closed or the engine coordination state being a coordination state other than the preset coordination state, determine the first target clutch gear corresponding to the first clutch as the first gear.

[0158] In specific implementation, if the working state of the first clutch is the open state and the engine coordination state is the preset coordination state, the first target clutch gear corresponding to the first clutch is determined to be the third gear, wherein the preset coordination state is the normal operation state, the torque transmission state, or the pre-operation state.

[0159] If the working state is closed, or the engine coordination state is a coordination state other than the preset coordination state, such as a fault silent state or a dormant state, the first target clutch gear corresponding to the first clutch is determined to be the first gear.

[0160] For example, the initial gear is 3rd gear, the actual gear of the even-numbered shaft is 2nd gear, the first preset speed difference range is 1000rpm to 2500rpm, the second preset speed difference range is 1000rpm to 2500rpm, and the third preset speed difference range is 1000rpm to 2500rpm. If the first clutch speed difference of clutch K1 in 3rd gear is 2700rpm, then the first clutch speed difference does not meet the first preset speed difference range. At this time, if the second clutch speed difference of clutch K2 in 2nd gear is determined to be 2600rpm, then the second clutch speed difference does not meet the second preset speed difference range.

[0161] Determine the operating status of the first clutch and the engine coordination status. If the K1 clutch is open and the engine start-stop coordination status is TransmitTorque, PreOperation, or NormalOperation, the target gear on the odd-numbered shaft will be 3rd gear. Otherwise, the target gear on the odd-numbered shaft will be 1st gear.

[0162] In this embodiment, if the speed difference of the first clutch does not meet the first preset speed difference range, the speed difference of the second clutch does not meet the second preset speed difference range, and the speed difference of the third clutch does not meet the third preset speed difference range, the target gear of the vehicle is neutral. The target gear for the odd-numbered shaft is determined as the pre-engaged gear for the odd-numbered shaft. The first operating state of the even-numbered shaft is obtained; if the first operating state is a non-fault state, the target gear for the even-numbered shaft is determined based on the shift line of the even-numbered shaft.

[0163] If the first operating state is a fault state, the vehicle speed is acquired. If the vehicle speed is greater than or equal to a preset speed threshold, the even-numbered axis target gear is determined to be the actual even-numbered axis gear. If the vehicle speed is less than the preset speed threshold, the even-numbered axis target gear is determined to be neutral.

[0164] In some embodiments, when determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear, it is preferable to determine the gears sequentially from the higher gears to the lower gears in the second gear to be determined. That is, the step 10311 of determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear specifically includes:

[0165] Step 401: In response to the initial gear being the second or third gear and the gear to be determined being the second determination gear, determine the fourth clutch speed difference of the second clutch when it is in the fourth gear;

[0166] Step 402: In response to the fourth clutch speed difference satisfying the fourth preset speed difference range and the second operating state of the odd-numbered shaft being a non-fault state, determine the first target clutch gear corresponding to the first clutch as the third gear; or,

[0167] Step 403: In response to the fourth clutch speed difference not meeting the fourth preset speed difference range, determine the first clutch speed difference of the first clutch in the third gear. If the first clutch speed difference meets the first preset speed difference range and the second operating state of the odd-numbered shaft is a non-fault state, determine the first target clutch gear corresponding to the first clutch as the third gear.

[0168] In practice, when determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear, it is preferable to determine the gears sequentially from the highest gear to the lowest gear in the second gear to be determined. The second gear to be determined includes the third gear and the fourth gear, corresponding to gear 3 and gear 4 respectively, and the gears are ordered sequentially from the highest gear to the lowest as the fourth gear and the third gear.

[0169] If the initial gear is the second or third gear and the gear to be determined is the second determination gear, determine the fourth clutch speed difference of the second clutch when it is in the fourth gear, and compare the fourth clutch speed difference with the fourth preset speed difference range.

[0170] If the speed difference of the fourth clutch meets the fourth preset speed difference range, the second operating state of the odd-numbered shaft is obtained. If the second operating state is a fault state, the first target clutch gear corresponding to the first clutch is determined to be neutral. If the second operating state is a non-fault state, the first target clutch gear corresponding to the first clutch is determined to be the third gear. The first target clutch gear is the target gear of the odd-numbered shaft.

[0171] For example, the initial gear is 3rd gear, the actual gear of the even-numbered shaft is 4th gear, and the fourth preset speed difference range is 1000rpm to 2500rpm. If the fourth clutch speed difference of clutch K2 is 2000rpm in 4th gear, then the fourth clutch speed difference meets the fourth preset speed difference range, and it is determined whether there is a fault on the odd-numbered shaft. If the odd-numbered shaft neutral indicator is activated, or the odd-numbered shaft gear status is incorrect, or the target gear neutral indicator is activated, the target gear on the odd-numbered shaft is neutral. Otherwise, the target gear on the odd-numbered shaft is 3rd gear.

[0172] If the speed difference of the fourth clutch does not meet the fourth preset speed difference range, determine the first clutch speed difference when the first clutch is in the third gear. If the speed difference of the first clutch meets the first preset speed difference range, obtain the second operating state of the odd-numbered shaft.

[0173] If the second operating state is a fault state, then the first target clutch gear corresponding to the first clutch is determined to be neutral. If the second operating state is a non-fault state, then the first target clutch gear corresponding to the first clutch is determined to be the third gear. The first target clutch gear is the target gear for the odd-numbered shaft.

[0174] For example, the initial gear is 3rd gear, the actual gear of the even-numbered shaft is 4th gear, the fourth preset speed difference range is 1000rpm to 2500rpm, and the first preset speed difference range is 1000rpm to 2500rpm. If the fourth clutch speed difference of clutch K2 in 4th gear is 2700rpm, then the fourth clutch speed difference does not meet the fourth preset speed difference range. At this time, it is determined that the first clutch speed difference of clutch K1 in 3rd gear is 2000rpm, then the first clutch speed difference meets the first preset speed difference range, and it is determined whether there is a fault on the odd-numbered shaft. If the odd-numbered shaft neutral flag is activated, or the odd-numbered shaft gear status is incorrect, or the target gear neutral flag is activated, the target gear on the odd-numbered shaft is neutral. Otherwise, the target gear on the odd-numbered shaft is 3rd gear.

[0175] In this embodiment, if the speed difference of the fourth clutch does not meet the fourth preset speed difference range, and the speed difference of the first clutch does not meet the first preset speed difference range, the target gear of the vehicle is neutral. The target gear for the odd-numbered shaft is determined as the pre-engaged gear for the odd-numbered shaft. The first operating state of the even-numbered shaft is obtained; if the first operating state is a non-fault state, the target gear for the even-numbered shaft is determined based on the shift line of the even-numbered shaft.

[0176] If the first operating state is a fault state, the vehicle speed is acquired. If the vehicle speed is greater than or equal to a preset speed threshold, the even-numbered axis target gear is determined to be the actual even-numbered axis gear. If the vehicle speed is less than the preset speed threshold, the even-numbered axis target gear is determined to be neutral.

[0177] In some embodiments, when determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear, it is preferable to determine the gears sequentially from the higher gears to the lower gears in the second gear to be determined. That is, the step 10311 of determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear specifically includes:

[0178] Step 501: In response to the initial gear being the fourth gear and the gear to be determined being the second determination gear, determine the fourth clutch speed difference of the second clutch when it is in the fourth gear;

[0179] Step 502: In response to the fourth clutch speed difference satisfying the fourth preset speed difference range and the second operating state of the odd-numbered shaft being a non-fault state, obtain the pre-engaged gear position of the odd-numbered shaft, and determine the first target clutch gear position corresponding to the first clutch as the pre-engaged gear position of the odd-numbered shaft; or,

[0180] Step 503: In response to the fourth clutch speed difference not meeting the fourth preset speed difference range, determine the first clutch speed difference of the first clutch in the third gear. If the first clutch speed difference meets the first preset speed difference range and the second operating state of the odd-numbered shaft is a non-fault state, determine the first target clutch gear corresponding to the first clutch as the third gear.

[0181] In practice, when determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear, it is preferable to determine the gears sequentially from the highest gear to the lowest gear in the second gear to be determined. The second gear to be determined includes the third gear and the fourth gear, corresponding to gear 3 and gear 4 respectively, and the gears are ordered sequentially from the highest gear to the lowest as the fourth gear and the third gear.

[0182] If the initial gear is the fourth gear and the gear to be determined is the second gear, determine the fourth clutch speed difference of the second clutch when it is in the fourth gear, and compare the fourth clutch speed difference with the fourth preset speed difference range.

[0183] If the speed difference of the fourth clutch meets the fourth preset speed difference range, the second operating state of the odd-numbered shaft is obtained. If the second operating state is a fault state, the first target clutch gear corresponding to the first clutch is determined to be neutral. If the second operating state is a non-fault state, the pre-engaged gear of the odd-numbered shaft is obtained, and the first target clutch gear corresponding to the first clutch is determined to be the pre-engaged gear of the odd-numbered shaft, that is, the target gear of the odd-numbered shaft is the pre-engaged gear of the odd-numbered shaft.

[0184] For example, the fourth preset speed difference range is 1000 rpm to 2500 rpm. If the fourth clutch speed difference of the K2 clutch is 2000 rpm in 4th gear, then the fourth clutch speed difference meets the fourth preset speed difference range, and it is determined whether there is a fault in the odd-numbered shaft. If the odd-numbered shaft neutral indicator is activated, or the odd-numbered shaft gear status is incorrect, or the target gear neutral indicator is activated, the target gear on the odd-numbered shaft is in neutral. Otherwise, the target gear on the odd-numbered shaft is in the pre-engaged gear position.

[0185] If the speed difference of the fourth clutch does not meet the fourth preset speed difference range, determine the first clutch speed difference when the first clutch is in the third gear. If the speed difference of the first clutch meets the first preset speed difference range, obtain the second operating state of the odd-numbered shaft.

[0186] If the second operating state is a fault state, then the first target clutch gear corresponding to the first clutch is determined to be neutral. If the second operating state is a non-fault state, then the first target clutch gear corresponding to the first clutch is determined to be the third gear. The first target clutch gear is the target gear for the odd-numbered shaft.

[0187] For example, the fourth preset speed difference range is 1000rpm to 2500rpm, and the first preset speed difference range is 1000rpm to 2500rpm. If the fourth clutch speed difference of clutch K2 in 4th gear is 2700rpm, then the fourth clutch speed difference does not meet the fourth preset speed difference range. At this time, it is determined that the first clutch speed difference of clutch K1 in 3rd gear is 2000rpm, then the first clutch speed difference meets the first preset speed difference range, and it is determined whether there is a fault in the odd-numbered shaft. If the odd-numbered shaft neutral indicator is activated, or the odd-numbered shaft gear status is incorrect, or the target gear neutral indicator is activated, the target gear of the odd-numbered shaft is in neutral. Otherwise, the target gear of the odd-numbered shaft is in 3rd gear.

[0188] In this embodiment, if the speed difference of the fourth clutch does not meet the fourth preset speed difference range, and the speed difference of the first clutch does not meet the first preset speed difference range, the target gear of the vehicle is neutral. The target gear for the odd-numbered shaft is determined as the pre-engaged gear for the odd-numbered shaft. The first operating state of the even-numbered shaft is obtained; if the first operating state is a non-fault state, the target gear for the even-numbered shaft is determined based on the shift line of the even-numbered shaft.

[0189] If the first operating state is a fault state, the vehicle speed is acquired. If the vehicle speed is greater than or equal to a preset speed threshold, the even-numbered axis target gear is determined to be the actual even-numbered axis gear. If the vehicle speed is less than the preset speed threshold, the even-numbered axis target gear is determined to be neutral.

[0190] In some embodiments, when controlling the first clutch to slip and start the engine, it is necessary to further determine the working state of the first clutch, and then determine whether to slip with the first target clutch gear or with the historical clutch gear of the first clutch from the previous moment. That is, step 1032, controlling the target clutch to slip with the target clutch gear to start the engine and enter the target gear in direct drive mode, specifically includes:

[0191] Step 10321: In response to the target clutch being the first clutch, obtain the operating status of the first clutch and the request type of the first clutch;

[0192] Step 10322: In response to the working state being "on" and the request type being a request type other than a preset request type, control the first clutch to slip at the target clutch gear to start the engine and enter the target gear in direct drive mode; or,

[0193] Step 10323: In response to the working state being closed or the request type being a preset request type, obtain the historical clutch gear corresponding to the target clutch at the previous moment of the current moment, and control the first clutch to slide at the historical clutch gear to start the engine and enter the target gear in direct drive mode.

[0194] In practice, if the target clutch is the first clutch, it is necessary to control the first clutch to slip and start the engine. At this time, the operating state of the first clutch and its request type are obtained. The request type of the first clutch represents the request issued by the TCU to the clutch actuator. The request types include Open request, Close request, Slip Control request, Position / Pressure request, Standby request, and Profile / Ramp request, etc.

[0195] In this embodiment, Open commands the clutch to fully disengage, completely severing the power connection between the engine and the transmission system. Close commands the clutch to fully engage, achieving rigid and efficient power transmission. TorqueControl commands the clutch to transmit a specific torque value, focusing on controlling the magnitude of the force, often used for smooth control. Slip Control commands the clutch to maintain a specific speed difference, focusing on controlling the speed difference for precise synchronization. Position / Pressure commands directly instruct the physical position or clamping force of the clutch, representing the lowest-level actuator drive command. Standby commands the clutch to move to the ready position (eliminating free travel), shortening the response time of subsequent actions and improving agility. Profile / Ramp commands the clutch to operate according to a preset curve (such as position changing over time), achieving a fixed and repeatable engagement process.

[0196] If the working state is on and the request type is a request type other than the preset request type, control the first clutch to slip at the target clutch gear to start the engine and enter the target gear in direct drive mode.

[0197] In this embodiment, the preset request type is either a Close request or a Torque Control request. That is, if clutch K1 is open and clutch K1 request is neither a Close request nor a Torque Control request, the final determined odd-numbered shaft target gear is the first target clutch gear determined based on the aforementioned method.

[0198] If the working state is closed, or the request type is a preset request type, obtain the previous moment of the current moment and the historical clutch gear corresponding to the target clutch, control the first clutch to slide in the historical clutch gear to start the engine and enter the target gear in direct drive mode.

[0199] In some embodiments, before controlling the target clutch to enter a slipping state to start the engine, the target clutch may be pre-filled with oil so that the two clutch plates of the target clutch are engaged and the two clutch plates do not transmit torque.

[0200] Specifically, the vehicle also includes an HCU, which can send a target clutch torque control request to the TCU. Upon receiving the target clutch torque control request, the TCU controls the target clutch to pre-fill with oil, so that the two clutch plates of the target clutch engage and do not transmit torque between them.

[0201] By pre-filling the target clutch with oil before it enters the slipping state, the two clutch plates of the target clutch are pushed to the position where they can transmit torque in advance, which makes it easier for the target clutch to move faster in the subsequent action. It is equivalent to preparing in advance and making it easier to quickly enter the slipping state.

[0202] In some embodiments, when the vehicle is not in coasting-to-direct-drive mode, the method for determining the target gear for odd-numbered axles, the target gear for even-numbered axles, and the vehicle's first target gear is as follows:

[0203] The system acquires the first operating state of the even-numbered axis and the second operating state of the odd-numbered axis. If the second operating state of the odd-numbered axis is a fault state, the target gear for the odd-numbered axis is determined to be neutral. Otherwise, the target gear for the odd-numbered axis is the actual gear. In other words, if the odd-numbered axis neutral flag is activated, or the odd-numbered axis gear state is incorrect, or the target gear neutral flag is activated, the target gear for the odd-numbered axis is neutral. Otherwise, the target gear for the odd-numbered axis is the actual gear.

[0204] If the first operating state of the even-numbered axle is a fault state, i.e., the even-numbered axle neutral flag is activated or the even-numbered axle gear position is incorrect, the vehicle speed is acquired. If the vehicle speed is greater than or equal to a preset speed threshold, the target gear of the even-numbered axle is determined to be the actual gear of the even-numbered axle. If the vehicle speed is less than the preset speed threshold, the target gear of the even-numbered axle is determined to be neutral.

[0205] If the first operating state of the even-numbered shaft is a non-fault state, the operating state of the second clutch is obtained. If clutch K2 is engaged, the target gear of the even-numbered shaft is calculated based on the shift line of the even-numbered shaft. If clutch K2 is engaged, the target gear of the even-numbered shaft is the actual gear of the even-numbered shaft.

[0206] If the second operating state of the odd-numbered axle is a fault state, i.e., the odd-numbered axle neutral indicator is activated, the odd-numbered axle gear position is incorrect, or the target gear neutral indicator is activated, then the vehicle's first target gear is determined to be neutral. If the second operating state of the odd-numbered axle is a non-fault state, then the vehicle's first target gear is determined to be the vehicle's current actual gear.

[0207] 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.

[0208] 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.

[0209] Based on the same inventive concept, corresponding to any of the above-described embodiments, this disclosure also provides a vehicle control device.

[0210] refer to Figure 3 , Figure 3 The vehicle control device, as described in this embodiment, includes:

[0211] The data acquisition module 201 is configured to acquire vehicle operating information in response to detecting a power drive mode switch, and determine the initial gear of the vehicle based on the vehicle operating information, wherein the power drive mode switch is a switch from pure electric mode to direct drive mode.

[0212] The target gear determination module 202 is configured to acquire the actual gear position of the even-numbered axis and determine the target gear position of the vehicle based on the initial gear position and the actual gear position of the even-numbered axis.

[0213] The vehicle control module 203 is configured to determine the target clutch based on the target gear, and control the target clutch to enter a slipping state to start the engine and control the vehicle to enter direct drive mode.

[0214] The target clutch is either a first clutch or a second clutch. The first clutch is connected to the odd-numbered shaft of the dual-clutch transmission, and the second clutch is connected to the even-numbered shaft of the dual-clutch transmission.

[0215] 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.

[0216] 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.

[0217] 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.

[0218] Figure 4 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.

[0219] 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.

[0220] 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.

[0221] 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.

[0222] 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.).

[0223] 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.

[0224] 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.

[0225] 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.

[0226] 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 storing computer instructions for causing the computer to execute the vehicle control method as described in any of the above embodiments.

[0227] 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.

[0228] 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.

[0229] 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.

[0230] 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.

[0231] 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.

[0232] 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.

[0233] 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.

[0234] 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.

[0235] 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 by, include: In response to the detection of a power drive mode switch, vehicle operating information is acquired, and the initial gear of the vehicle is determined based on the vehicle operating information, wherein the power drive mode switch is a switch from pure electric mode to direct drive mode; Obtain the actual gear position of the even-numbered axis, and determine the target gear position of the vehicle based on the initial gear position and the actual gear position of the even-numbered axis; Determine the target clutch based on the target gear, and control the target clutch to enter a slipping state to start the engine and control the vehicle to enter direct drive mode; The target clutch is either a first clutch or a second clutch, wherein the first clutch is connected to the odd-numbered shaft of the dual-clutch transmission, and the second clutch is connected to the even-numbered shaft of the dual-clutch transmission. The step of determining the target clutch based on the target gear and controlling the target clutch to enter a slippery state to start the engine and enter direct drive mode includes: The target clutch and the target clutch gear corresponding to the target clutch are determined based on the target gear. Control the target clutch to slip at the target clutch gear to start the engine and enter the target gear in direct drive mode; The step of determining the target clutch and the target clutch gear corresponding to the target gear based on the target gear includes: In response to the target gear being either the first or third gear, the target clutch is determined to be the first clutch connected to the odd-numbered shaft. A gear to be determined is determined based on the actual gear position on the even-numbered shaft. A first target clutch gear corresponding to the first clutch is determined based on the gear to be determined and the initial gear position. The gear to be determined includes the actual gear position on the even-numbered shaft and the gear adjacent to it. The actual gear position on the even-numbered shaft is either the second or fourth gear. Alternatively... In response to the target gear being the second gear or the fourth gear, the target clutch is determined to be the second clutch connected to the even-numbered shaft, and the target clutch gear corresponding to the second clutch is determined to be the actual gear of the even-numbered shaft.

2. The method of claim 1, wherein, Determining the target gear of the vehicle based on the initial gear and the actual gear position of the even-numbered axis includes: In response to the initial gear being the first gear, or the actual gear of the even-numbered axis being the same as the initial gear, a first operating state of the even-numbered axis is obtained, and the target gear of the vehicle is determined based on the first operating state and the actual gear of the even-numbered axis; or... In response to the initial gear being the third gear or another gear adjacent to the third gear, and the actual gear of the even-numbered axis being different from the initial gear, a second operating state of the odd-numbered axis is obtained, and the target gear of the vehicle is determined based on the second operating state and the initial gear.

3. The method of claim 2, wherein, Determining the target gear of the vehicle based on the first operating state and the actual gear position of the even-numbered axle includes: In response to the first operating state being a fault state, the target gear of the vehicle is determined to be neutral; or... In response to the first operating state being a non-fault state, the target gear of the vehicle is determined to be the actual gear of the even-numbered axle.

4. The method of claim 2, wherein, Determining the target gear of the vehicle based on the second operating state and the initial gear position includes: In response to the second operating state being a fault state, the target gear of the vehicle is determined to be neutral; or, In response to the second operating state being a non-faulty state, the target gear of the vehicle is determined to be the third gear.

5. The method of claim 1, wherein, The step of determining the gear to be judged based on the actual gear position of the even-numbered axis includes: In response to the fact that the actual gear position of the even-numbered axis is the second gear position, the gear position to be determined is determined as the first determination gear position, wherein the first determination gear position includes the first gear position, the second gear position, and the third gear position; or, In response to the fact that the actual gear position of the even-numbered axis is the fourth gear position, the gear position to be determined is determined as the second determination gear position, wherein the second determination gear position includes the third gear position and the fourth gear position.

6. The method of claim 5, wherein, The step of determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear includes: In response to the initial gear being the first gear or the second gear, and the gear to be determined being the first determination gear, the first clutch speed difference of the first clutch when in the third gear is determined; In response to the first clutch speed difference satisfying a first preset speed difference range and the second operating state of the odd-numbered shaft being a non-fault state, the first target clutch gear corresponding to the first clutch is determined to be the third gear; or... In response to the first clutch speed difference not meeting the first preset speed difference range, the second clutch speed difference when the second clutch is in the second gear is determined. If the second clutch speed difference meets the second preset speed difference range, the odd-numbered shaft pre-engaged gear is obtained, and the first target clutch gear corresponding to the first clutch is determined as the odd-numbered shaft pre-engaged gear; or... In response to the second clutch speed difference not meeting the second preset speed difference range, a third clutch speed difference is determined when the first clutch is in the first gear. If the third clutch speed difference meets the third preset speed difference range and the second operating state of the odd-numbered shaft is a non-fault state, the first target clutch gear corresponding to the first clutch is determined to be the first gear.

7. The method of claim 5, wherein, The step of determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear includes: In response to the initial gear being the third or fourth gear and the gear to be determined being the first determination gear, the first clutch speed difference of the first clutch when it is in the third gear is determined; In response to the first clutch speed difference satisfying a first preset speed difference range and the second operating state of the odd-numbered shaft being a non-fault state, the first target clutch gear corresponding to the first clutch is determined to be the third gear; or... In response to the first clutch speed difference not meeting the first preset speed difference range, the second clutch speed difference when the second clutch is in the second gear is determined. If the second clutch speed difference meets the second preset speed difference range and the second operating state of the odd-numbered shaft is a non-fault state, the first target clutch gear corresponding to the first clutch is determined to be the third gear; or... In response to the second clutch speed difference not meeting the second preset speed difference range, the third clutch speed difference of the first clutch when in the first gear is determined. If the third clutch speed difference meets the third preset speed difference range and the second operating state of the odd-numbered shaft is a non-fault state, the working state of the first clutch and the engine coordination state are determined. Based on the working state and the engine coordination state, the first target clutch gear corresponding to the first clutch is determined.

8. The method according to claim 7, characterized in that, Determining the first target clutch gear corresponding to the first clutch based on the operating state and the engine coordination state includes: In response to the operating state being "on" and the engine coordination state being "preset coordination state," the first target clutch gear corresponding to the first clutch is determined to be the third gear; or... In response to the working state being closed or the engine coordination state being a coordination state other than the preset coordination state, the first target clutch gear corresponding to the first clutch is determined to be the first gear.

9. The method according to claim 5, characterized in that, The step of determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear includes: In response to the initial gear being the second or third gear and the gear to be determined being the second determination gear, the fourth clutch speed difference of the second clutch when it is in the fourth gear is determined; In response to the fourth clutch speed difference satisfying a fourth preset speed difference range and the second operating state of the odd-numbered shaft being a non-fault state, the first target clutch gear corresponding to the first clutch is determined to be the third gear; or... In response to the fourth clutch speed difference not meeting the fourth preset speed difference range, the first clutch speed difference of the first clutch in the third gear is determined. If the first clutch speed difference meets the first preset speed difference range and the second operating state of the odd-numbered shaft is a non-fault state, the first target clutch gear corresponding to the first clutch is determined to be the third gear.

10. The method according to claim 5, characterized in that, The step of determining the first target clutch gear corresponding to the first clutch based on the gear to be determined and the initial gear includes: In response to the initial gear being the fourth gear and the gear to be determined being the second gear, the fourth clutch speed difference of the second clutch when it is in the fourth gear is determined; In response to the fourth clutch speed difference satisfying a fourth preset speed difference range and the second operating state of the odd-numbered shaft being a non-fault state, the pre-engaged gear position of the odd-numbered shaft is obtained, and the first target clutch gear position corresponding to the first clutch is determined as the pre-engaged gear position of the odd-numbered shaft; or... In response to the fourth clutch speed difference not meeting the fourth preset speed difference range, the first clutch speed difference of the first clutch in the third gear is determined. If the first clutch speed difference meets the first preset speed difference range and the second operating state of the odd-numbered shaft is a non-fault state, the first target clutch gear corresponding to the first clutch is determined to be the third gear.

11. The method according to claim 1, characterized in that, The control of the target clutch to slip in the target clutch gear to start the engine and enter the target gear in direct drive mode includes: In response to the target clutch being the first clutch, the operating status of the first clutch and the request type of the first clutch are obtained; In response to the operating state being "on" and the request type being a request type other than a preset request type, the first clutch is controlled to slip at the target clutch gear to start the engine and enter the target gear in direct drive mode; or... In response to the working state being closed or the request type being a preset request type, the historical clutch gear corresponding to the target clutch is obtained from the previous moment of the current moment, and the first clutch is controlled to slide at the historical clutch gear to start the engine and enter the target gear in direct drive mode.

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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