A vehicle power mode switching method, device, vehicle and storage medium

Abstract

This invention provides a vehicle power mode switching method, device, vehicle, and storage medium, relating to the vehicle field, to achieve smooth, step-by-step switching between non-adjacent power modes of the shift hub, avoiding synchronizer gear wear and power shock caused by direct abrupt switching. The method includes: determining the target rotation angle of the shift hub corresponding to the target power mode; determining the angle difference between the target power mode and the current power mode based on the current rotation angle and the target rotation angle of the shift hub; if the absolute value of the angle difference is greater than a second angle difference (which is greater than a preset angle difference between adjacent modes), controlling the shift hub to gradually switch from the current rotation angle to the rotation angle corresponding to each power mode in the target power mode sequence until the target rotation angle is reached; the target power mode sequence is a sequence formed by arranging all power modes involved in the path from the current power mode to the target power mode in order of rotation direction.

Description

Technical Field

[0001] This invention relates to the field of vehicles, and more specifically to a method, device, vehicle, and storage medium for switching vehicle power modes. Background Technology

[0002] With the continuous improvement of electronic control technology and motor control precision, the industry's demand for simplified powertrain architecture and reduced mechanical complexity is becoming increasingly urgent. However, related technologies still struggle to achieve a high degree of integration and free switching of multi-functional powertrain modes by relying on single-motor auxiliary drives and simplified mechanical structures (such as eliminating complex actuators like wet clutches and synchronizers). Multi-functional powertrain modes refer to the real-time decision-making and execution of energy flow and power coupling states between the engine, motor, and battery based on operating conditions and energy management needs during vehicle operation. Therefore, identifying and optimizing dynamic coordination control strategies during mode switching to ensure smooth and stable powertrain mode switching, while simultaneously improving shift reliability, vehicle driving comfort, and extending the service life of shift actuators, has become a key technical challenge that urgently needs to be addressed in engineering applications. Summary of the Invention

[0003] The present invention provides a method, device, vehicle and storage medium for switching vehicle power modes, so as to achieve smooth step-by-step switching between non-adjacent power modes of the shift hub, avoid synchronizer gear breakage and power shock caused by direct jump switching, thereby improving the smoothness and reliability of power mode switching and extending the life of mechanical components.

[0004] To achieve the above objectives, the technical solution adopted by the present invention is as follows: Firstly, a method for switching vehicle power modes is provided, applied to a vehicle, the vehicle including a shift hub, the shift hub being used to drive the synchronizer mechanism of the vehicle to switch between different power modes by rotating; wherein, on the rotation circumference of the shift hub, the absolute value of the difference between the rotation angles corresponding to adjacent power modes is a first angle difference, the absolute value of a preset angle threshold used to distinguish between adjacent power modes and cross-power modes is a second angle difference, the second angle difference being greater than the first angle difference; the method includes: determining the target rotation angle of the shift hub corresponding to the target power mode; determining the angle difference between the target power mode and the current power mode based on the current rotation angle and the target rotation angle of the shift hub; when the absolute value of the angle difference is greater than the second angle difference, controlling the shift hub to gradually switch from the current rotation angle to the rotation angle corresponding to each power mode in the target power mode sequence, until rotating to the target rotation angle; the target power mode sequence is a sequence formed by arranging all power modes involved in the path from the current power mode to the target power mode in sequence according to the rotation direction.

[0005] Based on the aforementioned technical means, this invention limits the first angle difference corresponding to adjacent power modes to a second angle difference (the second angle difference is greater than the first angle difference) that distinguishes between adjacent and cross-power modes. By comparing the absolute value of the angle difference with the second angle difference, when the absolute value is greater than the second angle difference, it accurately determines that a cross-power mode switch has occurred. In the case of a cross-power mode switch, the shift hub is controlled to sequentially pass through all intermediate power modes in the target power mode sequence along the rotation path, switching step by step from the current rotation angle to the target rotation angle. This effectively avoids the power shock, mechanism wear, and mis-gear risk caused by direct gear skipping, ensuring the logical rationality, operational stability, and operational reliability of the power mode switching. At the same time, it adapts to the circumferential arrangement structure of the shift hub, reducing the matching error between the control algorithm and the actuator.

[0006] Furthermore, the vehicle's synchronizer mechanism includes a first synchronizer and a second synchronizer; the first synchronizer is used to control the connection or disconnection of the vehicle's engine and motor; the second synchronizer is used to control the connection or disconnection of the motor and wheels; the method further includes: when the shift hub rotates to a first preset angle, the second synchronizer closes and the first synchronizer opens, determining that the vehicle is in a pure electric drive power mode, so as to realize that the motor drives the wheels alone; when the shift hub rotates to a second preset angle, the first synchronizer opens and the second synchronizer opens, determining that the vehicle is in a parking power mode, so as to realize the decoupling of the engine, motor and wheels; when the shift hub rotates to a third preset angle, the first synchronizer closes and the second synchronizer opens, determining that the vehicle is in a pure power generation mode, so as to realize that the engine drives the motor to generate electricity; when the shift hub rotates to a fourth preset angle, the first synchronizer closes and the second synchronizer closes, determining that the vehicle is in an engine direct drive power mode, so as to realize that the engine drives the wheels or the engine and motor jointly drive the wheels; wherein, the first preset angle, the second preset angle, the third preset angle and the fourth preset angle are arranged sequentially in the rotation direction of the shift hub.

[0007] Based on the aforementioned technical means, by sequentially arranging the first, second, third, and fourth preset angles on the rotating circumference of the shift hub, and clearly defining the closed or open state of the first and second synchronizers at each angle, the vehicle's power mode can be uniquely determined using the rotation angle of a single shift hub, avoiding the complex logic of multi-actuator coordinated control. Simultaneously, since the angles corresponding to the four modes are continuously arranged on the circumference, a physical basis is provided for subsequent identification of adjacent modes and cross-mode switching based on angle differences. This allows the shift hub to cover all operating modes by rotating within a limited angle range, simplifying the mechanical structure and reducing control difficulty.

[0008] Furthermore, the shift hub is controlled to gradually switch to the rotation angle corresponding to each power mode in the target power mode sequence until it rotates to the target rotation angle. This includes: summing the angle difference between the target power mode and the current power mode, and a preset angle compensation value, to determine the actual rotation angle of the shift hub; the preset angle compensation value is determined based on the sign of the angle difference between the target rotation angle and the current rotation angle, the absolute value of the angle difference between the target rotation angle and the current rotation angle, and whether the target power mode is a pure electric drive power mode; the actual rotation angle is the rotation angle of the shift hub in the first power mode in the target power mode sequence; based on the actual rotation angle, the shift hub is controlled to rotate sequentially to the rotation angle corresponding to each power mode in the target power mode sequence until it rotates to the target rotation angle.

[0009] Based on the aforementioned technical means, by summing the angle difference between the target and the current mode with a preset angle compensation value dynamically determined based on the sign, absolute value, and whether the target is a pure electric drive, the angle of the first intermediate mode that the shift hub should actually rotate to is obtained. Then, it rotates to each mode in the sequence in turn. This can precisely control the shift hub to not skip any intermediate modes when switching between modes, effectively avoiding the power shock, synchronizer wear, and mis-gear risk caused by direct gear skipping. At the same time, the dynamic adjustment of the compensation value makes this method flexible to adapt to different scenarios such as forward switching, reverse switching, and pure electric mode, improving the robustness and adaptability of step-by-step switching control.

[0010] Furthermore, the angle difference between the target power mode and the current power mode, along with a preset angle compensation value, are summed to determine the actual rotation angle of the shift hub. This includes: determining a first preset angle compensation value when the angle difference between the target power mode and the current power mode is positive; the first preset angle compensation value is negative, and the absolute value of the first preset angle compensation value is equal to the first angle difference; the angle difference between the target power mode and the current power mode, along with the first preset angle compensation value, are summed to determine the actual rotation angle of the shift hub, so that the shift hub enters the next power mode in the target power mode sequence along the current rotation direction.

[0011] Based on the above technical means, when the angle difference between the target power mode and the current mode is positive (i.e., it needs to move forward along the current rotation direction), by compensating with a negative value whose absolute value is equal to the first angle difference, the actual rotation angle is made to be exactly one adjacent mode interval smaller than the theoretical difference. This ensures that the shift hub stops precisely at the next adjacent mode position of the current mode, instead of directly rushing to a more distant mode. This achieves precise control of "moving only one step at a time", preventing overshoot and skipping gears due to control errors or inertia, and laying a reliable positional foundation for subsequent gradual switching to the target mode.

[0012] Furthermore, the angle difference between the target power mode and the current power mode, along with a preset angle compensation value, are summed to determine the actual rotation angle of the shift hub. This includes: determining a second preset angle compensation value when the angle difference between the target power mode and the current power mode is negative, the target power mode is a pure electric drive power mode, and the absolute value of the angle difference is greater than a preset third angle difference; wherein the third angle difference is greater than the second angle difference; the second preset angle compensation value is a full circle angle; the angle difference between the target power mode and the current power mode, along with the second preset angle compensation value, are summed to determine the actual rotation angle of the shift hub, so that the shift hub directly rotates to the target rotation angle corresponding to the pure electric drive power mode.

[0013] Based on the aforementioned technical means, when it is necessary to switch to the pure electric drive mode in reverse and the absolute value of the reverse angle exceeds a large third angle difference, by compensating with a full circle angle, the large reverse angle rotation is effectively converted into a forward rotation (full circle minus reverse angle). This allows the shift hub to directly reach the target rotation angle corresponding to the pure electric drive mode with a shorter physical path, significantly shortening the mode switching time and improving the response speed of the pure electric drive mode. At the same time, it avoids the additional wear and energy consumption caused by the large reverse rotation of the shift hub. Furthermore, since the full circle compensation still actually proceeds from the current mode forward through each mode to reach the target, it essentially still follows the safety logic of step-by-step switching, taking into account both speed and reliability.

[0014] Furthermore, the angle difference between the target power mode and the current power mode, along with a preset angle compensation value, are summed to determine the actual rotation angle of the shift hub. This includes: determining a third preset angle compensation value when the angle difference between the target power mode and the current power mode is negative, the target power mode is a pure electric drive power mode, and the absolute value of the angle difference is greater than the second angle difference and less than the third angle difference; the third preset angle compensation value is positive and equal to the first angle difference; the angle difference between the target power mode and the current power mode, along with the third preset angle compensation value, are summed to determine the actual rotation angle of the shift hub, so that the shift hub gradually enters the next power mode in the target power mode sequence along the current rotation direction.

[0015] Based on the aforementioned technical means, when switching to pure electric drive mode in reverse and the absolute value of the reverse angle is in the medium range (greater than the second angle difference but less than the third angle difference), by compensating for a positive first angle difference, the actual rotation angle becomes a small negative value or zero. This controls the shift hub to rotate only one adjacent mode distance along the original reverse direction to enter the next intermediate mode (for example, first reverse from engine direct drive to pure power generation), and then gradually switch to pure electric drive power mode. This approach not only meets the safety requirement that cross-mode switching must be carried out step by step, but also avoids the "detour" problem caused by using full circle compensation. It achieves a balance between switching efficiency and mechanical safety, and is especially suitable for reverse switching scenarios with a medium span.

[0016] Furthermore, the angle difference between the target power mode and the current power mode, along with a preset angle compensation value, are summed to determine the actual rotation angle of the shift hub. This includes: determining a fourth preset angle compensation value when the angle difference between the target power mode and the current power mode is negative and the target power mode is not a pure electric drive power mode; the fourth preset angle compensation value is positive and equal to the first angle difference; the angle difference between the target power mode and the current power mode, along with the fourth preset angle compensation value, are summed to determine the actual rotation angle of the shift hub, so that the shift hub gradually enters the next power mode in the target power mode sequence in a counterclockwise direction.

[0017] When the target power mode is not a pure electric drive mode and a reverse switch is required, a positive first angle difference is uniformly compensated, causing the shift hub to gradually enter the next adjacent mode in a counterclockwise direction. This ensures that all non-pure electric reverse cross-mode switches (such as switching from engine direct drive to parking or pure generator) strictly follow the step-by-step switching principle, preventing misjudgment of skipping gears due to a large reverse angle. This ensures the logical rigor and mechanical safety of switching between parking, pure generator, and engine direct drive modes. At the same time, a uniform compensation value is set for the combination of "reverse and non-pure electric", simplifying the control algorithm and improving execution consistency.

[0018] Furthermore, the vehicle also includes a first shift fork and a second shift fork; the first shift fork is used to drive a first synchronizer to control the connection or disconnection of the engine and the motor; the second shift fork is used to drive a second synchronizer to control the connection or disconnection of the motor and the wheels; the method further includes: when the vehicle is in parking power mode, calibrating the current shift hub angle to a preset rotation angle corresponding to the parking power mode; controlling the shift hub to rotate clockwise, obtaining the actual voltage change of the first shift fork, and determining the angle of rotation of the shift hub as a first angle when the actual voltage change of the first shift fork is greater than or equal to a preset first rated voltage change; the preset first rated voltage change is used to indicate the voltage change corresponding to the axial preset displacement of the first shift fork; the first angle is based on the preset rotation angle and the current shift hub angle. The actual change in rotation angle is determined; the shift hub is controlled to rotate counterclockwise to obtain the actual voltage change of the second shift fork. If the actual voltage change of the second shift fork is greater than or equal to the preset second rated voltage change, the angle of rotation of the shift hub is determined as the second angle; the preset second rated voltage change is used to indicate the voltage change corresponding to the preset axial displacement of the second shift fork; the second angle is determined based on the preset rotation angle and the actual change in rotation angle of the current shift hub; the calibration angle of the parking power mode is determined based on the first angle and the second angle; based on the calibration angle and the preset angle offset, the calibration angles corresponding to the pure power generation mode, the pure electric drive mode, and the engine direct drive mode are determined respectively, and used as the target rotation angle corresponding to the target power mode.

[0019] Based on the aforementioned technical means, when the vehicle is in parking mode, by controlling the shift hub to rotate clockwise and counterclockwise respectively, the voltage jump when the first and second shift forks produce a preset axial displacement is detected, accurately finding the boundary angle of synchronizer engagement or disengagement, thereby determining the true mechanical calibration angle of the parking mode, eliminating deviations caused by assembly tolerances, wear, and sensor drift. Then, based on this calibration angle and the preset circumferential angle offset (i.e., the fixed angle difference between each mode), the calibration angles of pure power generation mode, pure electric drive mode, and engine direct drive mode are derived sequentially, without the need for separate calibration for each mode, thus improving calibration efficiency. This self-calibration method can adapt to the individual differences of each vehicle, ensuring that the target rotation angle stored in the control system is accurately matched with the actual physical position, fundamentally avoiding the problems of incorrect gear shifting or incomplete gear engagement.

[0020] Furthermore, after determining the target rotation angle corresponding to each power mode, the shift hub is controlled to rotate to the calibration angle corresponding to each power mode, and the voltage change at the first shift fork engagement position and the voltage change at the second shift fork engagement position are obtained accordingly; if any voltage change exceeds the corresponding preset voltage range, the calibration angle of the parking power mode is updated again.

[0021] Based on the aforementioned technical means, after calculating the calibration angle for each power mode, the shift hub is actually rotated to each calibration angle, and the voltage change at the engagement position of the first and second shift forks is detected. If any voltage change exceeds the preset normal range, it is determined that there is an error in the initial calibration (such as mechanical jamming, sensor noise, assembly abnormality, etc.) and the parking mode angle is recalibrated, forming a closed-loop verification mechanism of "calibration-verification-correction". This effectively eliminates the influence of occasional faults on angle calibration and prevents all subsequent mode switching failures due to a single calibration error. At the same time, if mechanical wear causes changes in the shift fork travel during long-term vehicle use, this verification step can detect and recalibrate in a timely manner, maintaining the long-term accuracy of power mode switching and the system's fault tolerance.

[0022] Secondly, this application provides an electronic device comprising: a processor and a memory; the memory storing processor-executable instructions. When the processor is configured to execute the instructions, the electronic device implements the method described in the first aspect.

[0023] Thirdly, this application provides a vehicle including a controller for the method described in the first aspect.

[0024] Fourthly, this application provides a computer-readable storage medium in which, when computer-executable instructions stored in the computer-readable storage medium are executed by a processor of a processing device, the processing device is able to perform the methods described in the first aspect and any possible implementation thereof.

[0025] Fifthly, this application provides a computer program product including computer instructions that, when executed on a vehicle, cause the vehicle to perform the method described in the first aspect and any possible implementation thereof.

[0026] It should be noted that the technical effects of any of the implementation methods in aspects two through five can be found in the technical effects of the corresponding implementation methods in aspect one, and will not be repeated here.

[0027] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the composition of a vehicle power mode switching system provided in an embodiment of this application; Figure 2 A flowchart illustrating a vehicle power mode switching method provided in an embodiment of this application; Figure 3A schematic diagram illustrating the correspondence between the shift hub fork profile and the power mode provided in this application, as an embodiment of this application; Figure 4 This is a flowchart illustrating the non-adjacent mode switching process in a vehicle power mode switching method provided in an embodiment of this application. Figure 5 This is a schematic flowchart illustrating a vehicle power mode switching method provided in an embodiment of this application. Figure 6 A flowchart illustrating a self-learning method provided in an embodiment of this application; Figure 7 This is a schematic diagram illustrating a specific process of a self-learning method provided in an embodiment of this application; Figure 8 This is a schematic diagram of the composition of an electronic device provided in an embodiment of this application. Detailed Implementation

[0029] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0030] It should be noted that in the embodiments of this application, the words "exemplarily" or "for example" are used to indicate examples, illustrations, or explanations. Any embodiment or design scheme described as "exemplarily" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design schemes. Specifically, the use of the words "exemplarily" or "for example" is intended to present the relevant concepts in a specific manner.

[0031] In the embodiments of this application, the terms "first," "second," "third," "fourth," "fifth," and "sixth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," "third," "fourth," "fifth," and "sixth" may explicitly or implicitly include one or more of that feature.

[0032] In embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. For "A and / or B," this includes three combinations: A only, B only, and a combination of A and B.

[0033] In related technologies, many rely on complex actuators such as dual motors, wet clutches, and synchronizers, making it difficult to integrate multiple power modes, including generator power mode, pure electric drive power mode, and engine direct drive power mode, under conditions of single-motor auxiliary drive and simplified mechanical structure. Furthermore, the switching process between these modes is prone to defects such as large impacts, poor smoothness, and insufficient control coordination, affecting shifting reliability, driving comfort, and the service life of the actuators. Therefore, this application optimizes the dynamic coordination control strategy for power mode switching to achieve smooth switching and reliable operation of multiple power modes under a simplified single-motor structure.

[0034] Based on this, this application provides a vehicle power mode switching method, applied to a vehicle, the vehicle including a shift hub, which is used to drive the synchronizer mechanism of the vehicle to switch between different power modes by rotating; the method: by limiting the first angle difference corresponding to adjacent power modes and the second angle difference (the second angle difference is greater than the first angle difference) to distinguish between adjacent and cross-power modes, the absolute value of the angle difference is compared with the second angle difference. When the absolute value is greater than the second angle difference, it is accurately determined to be a cross-power mode switch; when it is determined to be a cross-power mode switch, the shift hub is controlled to pass through all intermediate power modes in the target power mode sequence along the rotation path, switching from the current rotation angle to the target rotation angle step by step, effectively avoiding the power shock, mechanism wear and mis-gear risk caused by direct gear skipping, ensuring the logical rationality, operational stability and action reliability of power mode switching, and adapting to the circumferential arrangement structure of the shift hub, reducing the matching error between the control algorithm and the execution mechanism.

[0035] The embodiments of this application are described below with reference to the accompanying drawings.

[0036] Please see Figure 1 , Figure 1 This is a schematic diagram illustrating the composition of a vehicle power mode switching system provided in an embodiment of this application, which is configured in a vehicle. The vehicle power mode switching system includes: a controller (… Figure 1(Not shown separately), shift hub 101, first synchronizer 102, second synchronizer 103, first shift fork 104, second shift fork 105, shift hub motor 106, motor 107, and engine 108. The controller is communicatively connected to the shift hub motor 106, motor 107, and engine 108.

[0037] It should be noted that the controller is in Figure 1 Not shown separately, its function can be integrated into the vehicle controller or powertrain controller.

[0038] In one possible implementation, the controller is configured to: determine the target rotation angle of the shift hub 101 corresponding to the target power mode; determine the angle difference between the target power mode and the current power mode based on the current rotation angle and the target rotation angle of the shift hub 101; and, if the absolute value of the angle difference is greater than a second angle difference, control the shift hub 101 to gradually switch from the current rotation angle to the rotation angle corresponding to each power mode in the target power mode sequence until it rotates to the target rotation angle. The second angle difference is defined as the first angle difference between adjacent power modes and the angle difference distinguishing between adjacent and cross-power modes, and the second angle difference is greater than the first angle difference.

[0039] In this embodiment, the vehicle power mode switching system includes a shift hub 101, which is used to rotate and drive the synchronizer mechanism of the vehicle to switch between different power modes. In one implementation, the vehicle power mode switching system configured in a vehicle includes a shift hub 101.

[0040] The shift hub 101 is used to convert rotational motion into linear motion of the first shift fork 104 and the second shift fork 105 by rotating itself, thereby driving the first synchronizer 102 and the second synchronizer 103 to switch between different power modes.

[0041] The shift hub 101 can be: a cylindrical metal hub body with at least two circumferentially extending groove lines machined on its outer circumferential surface; the groove lines can be closed annular grooves or non-closed spiral grooves; the material of the shift hub can be alloy steel, powder metallurgy parts or engineering plastics; the shift hub can be driven by a shift motor through a reduction mechanism, or it can be integrally formed with the rotor of the shift motor.

[0042] As one implementation, a groove is formed on the circumferential surface of the shift hub 101, and one end of the first shift fork 104 and the second shift fork 105 is embedded in the groove. When the shift hub 101 rotates, the groove pushes the shift fork to move axially along the shift fork shaft.

[0043] In one implementation, the shift hub 101 can be arranged at the output end of the planetary gear set 116 and driven to rotate by the shift hub motor 106 through the planetary gear set 116.

[0044] As one implementation method, the rotation angle range of the shift hub 101 is 0° to 360°, and the angle intervals corresponding to the four power modes are arranged sequentially in the circumferential direction, with an angle difference of 90° between adjacent modes.

[0045] The synchronizer mechanism includes a first synchronizer 102 and a second synchronizer 103.

[0046] The first synchronizer 102 and the second synchronizer 103 can be: a slider synchronizer, a conical ring synchronizer, or a locking ring synchronizer; the synchronizer typically includes a gear hub, a gear sleeve, and a slider; the gear hub is fixedly connected to the shaft via a spline, and the gear sleeve can move axially under the push of a shift fork. Synchronization is achieved by adjusting the speed of the motor, so that the gear to be engaged is synchronized with the speed of the shaft. Subsequently, the meshing teeth of the gear sleeve and the gear achieve power locking. Adjusting the speed of the motor can save costs.

[0047] The first synchronizer 102 is used to control the connection or disconnection between the engine 108 and the motor 107.

[0048] In one implementation, the first synchronizer 102 is fixedly connected to the engine input shaft 109 via a spline; the first gear set 112 is loosely fitted onto the engine input shaft 109; the first synchronizer 102 can move left or right under the drive of the first shift fork 104, and when coupled with the first gear set 112, power transmission is achieved; when disengaged from the first gear set 112, power is disconnected. In another implementation, the first gear set 112 meshes with a gear on the motor shaft 110 of the motor 107.

[0049] The second synchronizer 103 is used to control the connection or disconnection between the motor 107 and the wheel.

[0050] In one implementation, the second synchronizer 103 is fixedly connected to the intermediate shaft 117 via a spline; the second gear set 113 is loosely fitted onto the intermediate shaft 117; the second synchronizer 103 can move left or right under the drive of the second shift fork 105, and when coupled with the second gear set 113, power is transmitted to the differential 111; when disengaged from the second gear set 113, power is disconnected. In another implementation, the second gear set 113 meshes with a gear on the motor shaft 110.

[0051] The first shift fork 104 and the second shift fork 105 can be: cast or forged metal shift forks, or stamped and welded shift forks; the fork feet of the shift forks mate with the toothed ring groove of the synchronizer, and the handle of the shift forks is provided with a slider or roller for sliding contact with the groove profile of the shift hub; the material of the shift forks can be ductile iron, carbon steel or stainless steel; a return spring can be installed on the shift fork shaft for automatically returning the shift forks to the neutral position when the shift hub retracts.

[0052] The first shift fork 104 is used to drive the first synchronizer 102 to move. In one implementation, the first shift fork 104 is loosely fitted on the first shift fork shaft 114, with one end of the first shift fork 104 connected to the first synchronizer 102 and the other end connected to the grooved line of the shift hub 101.

[0053] As one implementation, a position sensor is provided on the first shift fork 104 to detect the voltage change corresponding to the axial displacement of the first shift fork 104, so as to determine whether the first synchronizer 102 is in the disconnected or engaged position.

[0054] The second shift fork 105 is used to drive the second synchronizer 103 to move. In one implementation, the second shift fork 105 is loosely fitted on the second shift fork shaft 115, with one end of the second shift fork 105 connected to the second synchronizer 103 and the other end connected to the groove of the shift hub 101.

[0055] As one implementation, a position sensor is provided on the second shift fork 105 to detect the voltage change corresponding to the axial displacement of the second shift fork 105, so as to determine whether the second synchronizer 103 is in the disconnected or engaged position.

[0056] This implementation method uses position sensors on each shift fork to detect the disconnection and engagement positions of the corresponding synchronizer in real time, and combines this with the angle information of the shift hub 101 to achieve precise closed-loop confirmation of the current working mode, providing reliable status feedback for mode switching decisions.

[0057] A hub motor 106 drives the shift hub 101 to rotate. In one implementation, the hub motor 106 is connected to the shift hub 101 via a planetary gear set 116. The planetary gear set 116 can be a single-stage or double-stage planetary gear set, used to provide speed reduction and torque increase. In another implementation, the hub motor 106 incorporates an angle sensor to detect the rotation angle of the shift hub 101 in real time.

[0058] In this implementation, a planetary gear set 116 is used as a speed reduction and torque amplification mechanism, which can provide sufficient driving torque to drive the shift hub 101 in a limited space. At the same time, the built-in angle sensor can accurately obtain the absolute rotation angle of the shift hub 101, providing high-precision input for the angle control of mode switching.

[0059] The motor 107 is used to provide driving force to drive the wheels, or to generate electricity driven by the engine 108. As one implementation, the motor shaft 110 of the motor 107 is provided with gears that mesh with the first gear set 112 and the second gear set 113 respectively.

[0060] As one implementation method, the motor 107 is a permanent magnet synchronous motor with a closed-loop speed control function, which is used to perform speed regulation operation before mode switching so that the speed difference between the two sides of the first synchronizer 102 or the second synchronizer 103 falls within a preset range.

[0061] In this implementation, the motor 107 is used to actively adjust the speed before each synchronizer operates, which can control the speed difference between the two sides of the synchronizer within the range of 10-50 rpm, greatly reducing the synchronization load of the synchronizer and shortening the synchronization time to 50-100 ms, thereby improving the smoothness of gear shifting and the durability of the system.

[0062] Engine 108 is used to provide driving force for the vehicle. In one implementation, the output end of engine 108 is fixedly connected to engine input shaft 109.

[0063] In some embodiments, see also Figure 1 As shown, the vehicle power mode switching system configured on the vehicle also includes: engine input shaft 109, motor shaft 110, differential 111, first gear set 112, second gear set 113, first shift fork shaft 114, second shift fork shaft 115, planetary gear set 116, and intermediate shaft 117.

[0064] The engine input shaft 109 is used to connect one end to the engine 108, and the other end is loosely fitted with the first gear set 112 and connected to the first synchronizer 102 via a spline.

[0065] The motor shaft 110 is used to fix the rotor of the motor 107. Gears are provided on the shaft, which mesh with the first gear set 112 and the second gear set 113 respectively.

[0066] The differential 111 is used to distribute power to the left and right wheels. In one implementation, the intermediate shaft 117 is also connected to the differential 111 via gears.

[0067] The first gear set 112 is used to be loosely fitted on the engine input shaft 109 and mesh with the gear on the motor shaft 110. Exemplarily, the first gear set 112 includes at least one gear, which is not specifically limited in this application.

[0068] The second gear set 113 is used to be loosely fitted onto the intermediate shaft 117. In one implementation, the intermediate shaft 117 is connected to a second synchronizer 103 via a spline, and the second gear set 113 is loosely fitted onto it. Exemplarily, the second gear set 113 includes at least one gear, which is not specifically limited in this application.

[0069] As an alternative implementation, the first gear set 112, the second gear set 113, the first synchronizer 102, and the second synchronizer 103 can be arranged on the same shaft. This implementation arranges the two synchronizers and related gears on the same shaft, which can further shorten the power transmission path, reduce the axial dimension of the system, and facilitate the layout of the front compartment of the vehicle.

[0070] The first shift fork shaft 114 is used to support the first shift fork 104, allowing the first shift fork 104 to slide axially on it.

[0071] The second shift fork shaft 115 is used to support the second shift fork 105, allowing the second shift fork 105 to slide axially on it.

[0072] As an alternative implementation, the same shift fork shaft can be used to connect both the first shift fork 104 and the second shift fork 105. This implementation reduces the number of parts, simplifies the structure, lowers manufacturing costs, and reduces the space occupied by the shift fork shaft by having both shift forks share the same shaft. For example, the first shift fork 104 uses the first shift fork shaft 114, and the second shift fork 105 uses the second shift fork shaft 115.

[0073] The planetary gearbox 116 is used to connect the input end to the shift hub motor 106 and the output end to the shift hub 101.

[0074] As an optional implementation, the number of idler gears can be increased to achieve multi-speed motor drive or direct drive of engine 108. This implementation, while keeping the drive and control logic of shift hub 101 unchanged, can be expanded into a multi-speed system by increasing the number of idler gears, meeting the differentiated needs of different vehicle models for speed ratio range and power performance, and possessing good platform scalability.

[0075] It should be understood that the above... Figure 1 The vehicle power mode switching system shown is configured in the vehicle. The vehicle in this embodiment includes all the components of the vehicle power mode switching system, which will not be described in detail here.

[0076] The vehicle power mode switching method provided in this application can be applied to the controller in the aforementioned vehicle power mode switching system, as well as to the vehicle controller or other units with control functions. This application does not impose specific limitations on this application.

[0077] It should be noted that the embodiments of this application Figure 1 The illustrated structure does not constitute a limitation on the vehicle's power mode switching system. This system may include... Figure 1 This can involve more or fewer components, combining some components, splitting some components, or using different component arrangements. Figure 1The components shown can be implemented in hardware, software, or a combination of both.

[0078] For ease of understanding, the vehicle power mode switching method provided in this application will be described in detail below with reference to the accompanying drawings.

[0079] Figure 2 This is a flowchart illustrating a vehicle power mode switching method provided in an embodiment of this application. This method can be applied to the controller of the aforementioned vehicle power mode switching system, which is configured in a vehicle. (Refer to...) Figure 2 The vehicle power mode switching method includes: S201. Determine the target rotation angle of the shift hub corresponding to the target power mode.

[0080] The target power mode refers to the expected operating state that the vehicle requests to switch to, including any one of the following: pure electric drive power mode, parking power mode, pure generator power mode, and engine direct drive power mode.

[0081] As one possible implementation, the target power mode is calculated and issued by the vehicle controller or powertrain controller based on vehicle status parameters. These vehicle status parameters include vehicle speed, battery charge, current operating mode, accelerator pedal opening, power economy requirements, or user-defined function switch status.

[0082] As one possible implementation, determining the target rotation angle of the shift hub corresponding to the target power mode includes: reading the target rotation angle corresponding to the target power mode based on a pre-calibrated and stored mapping relationship between each power mode and the rotation angle of the shift hub. Specifically, the pure electric drive power mode corresponds to a first preset angle, the parking power mode corresponds to a second preset angle, the pure electric power mode corresponds to a third preset angle, and the engine direct drive power mode corresponds to a fourth preset angle. The first, second, third, and fourth preset angles are arranged sequentially in the rotation direction of the shift hub, and the angle difference between adjacent modes is 90°.

[0083] Based on S201, it can be seen that the controller can directly read the target rotation angle through the pre-calibrated angle mapping relationship without real-time calculation, thus improving the response speed of mode switching.

[0084] S202. Based on the current rotation angle and the target rotation angle of the shift hub, determine the angle difference between the target power mode and the current power mode.

[0085] As one possible implementation, the current rotation angle of the shift hub is acquired in real time by a sensor built into the shift hub motor. This sensor can be at least one of an angle sensor, a Hall position sensor, or a rotary encoder, used to collect the rotation angle signal of the shift hub in real time and upload it to the controller to ensure the real-time and accurate acquisition of the angle.

[0086] As one possible implementation method, the current power mode is determined as follows: based on the current rotation angle of the shift hub, combined with the angle range corresponding to each pre-calibrated power mode, the current power mode is determined; or, based on the voltage change detected by the position sensors on the first and second shift forks, the state (disconnected or connected) of the first and second synchronizers is determined, thereby determining the current power mode.

[0087] As one possible implementation, the angle difference is determined by subtracting the current rotation angle from the target rotation angle. This angle difference can be positive, negative, or zero, and its absolute value represents the minimum angular amplitude required for the shift hub to rotate from the current position to the target position.

[0088] As can be seen from S202, by calculating the angle difference, the controller can quantify the "distance" between the current mode and the target mode, providing a quantitative basis for determining whether a cross-mode switch is needed.

[0089] S203. When the absolute value of the angle difference is greater than the second angle difference, control the shift hub to gradually switch from the current rotation angle to the rotation angle corresponding to each power mode in the target power mode sequence until it rotates to the target rotation angle.

[0090] The target power mode sequence is a sequence of all power modes involved in the path from the current power mode to the target power mode, arranged sequentially according to the direction of rotation. On the rotation circumference of the shift hub, the absolute value of the difference between the rotation angles corresponding to adjacent power modes is the first angle difference, and the absolute value of the preset angle threshold used to distinguish between adjacent power modes and cross-power modes is the second angle difference, which is greater than the first angle difference.

[0091] It should be understood that the first angle difference corresponding to adjacent power modes and the second angle difference (where the second angle difference is greater than the first angle difference) that distinguishes between adjacent and cross-power modes are defined by using the absolute value of the angle difference. This is because the shift drum can rotate in both directions, and the absolute value eliminates the influence of the rotation direction on the magnitude of the angle difference, thus uniformly determining whether the current power mode and the target power mode have "crossed" the boundary of adjacent modes. When the absolute value of the angle difference is greater than the second angle difference, it indicates that the current power mode and the target power mode are not adjacent on the circumference of the shift drum. If a direct switch is made, the intermediate power mode will be skipped, which may lead to problems such as engine stalling, synchronizer impact, or shift failure.

[0092] As one possible implementation, the first angle difference refers to the minimum interval between the angle ranges corresponding to two adjacent power modes on the shift hub. The second angle difference is a preset angle threshold used to distinguish between switching between adjacent power modes and switching between power modes.

[0093] For example, when four power modes are evenly distributed on a 360° circle, the angle difference between the center points of the angle intervals corresponding to two adjacent power modes is 90° (i.e., the first angle difference). Considering manufacturing and assembly errors, each power mode has a preset angle deviation range based on the center point, such as ±22.5° (i.e., each power mode corresponds to a 45° angle interval). At this time, the distance between the boundaries of adjacent intervals is 135° (i.e., the angle difference from the starting point of the previous mode interval to the ending point of the next adjacent mode interval). In this case, the second angle difference is taken as 135°, that is: 90° (center difference) + 22.5° (left half width of the previous mode interval) + 22.5° (right half width of the next adjacent mode interval) = 135°. It should be noted that the preset angle deviation range allowed for each power mode in this application can be set according to actual engineering needs and is not limited to the above example value. The second angle difference (135°) is only a preferred threshold calculated based on this example deviation range, and is not a limitation on the scope of protection of this application.

[0094] Based on this value, when the absolute value of the angle difference between the target power mode and the current power mode is less than or equal to 135°, it is determined to be an adjacent power mode switch; when the absolute value of the angle difference is greater than 135°, it is determined to be a cross-power mode switch. In the case of a cross-power mode switch, the control shift hub gradually passes through the rotation angle corresponding to each intermediate power mode in the target power mode sequence, rather than rotating directly to the target rotation angle.

[0095] As one possible implementation, the target power mode sequence can be an ordered sequence formed by sequentially passing through each intermediate power mode along the rotation direction of the shift hub from the current power mode to the target power mode. For example, in this application, the rotation angle obtained by rotating the shift hub is 0-360°. If all power modes include four types: A (pure electric drive power mode), B (parking power mode), C (pure generator power mode), and D (engine direct drive power mode), and the current power mode is B (parking power mode), and the target power mode is D (engine direct drive), the target power mode sequence in the clockwise direction is B→C→D; the target power mode sequence in the counterclockwise direction is B→A→D.

[0096] As one possible implementation, the target rotation angle corresponding to each power mode is a specific value within a preset range. For example, the preset angle range and target rotation angle for each power mode are set as follows: the preset angle range for the pure electric drive power mode is 337.5°~360° and 0°~22.5°, with the target rotation angle set to the center value of 0°; the preset angle range for the parking power mode is 67.5°~112.5°, with the target rotation angle set to the center value of 90°; the preset angle range for the pure generator power mode is 157.5°~202.5°, with the target rotation angle set to the center value of 180°; and the preset angle range for the engine direct drive power mode is 247.5°~292.5°, with the target rotation angle set to the center value of 180°. The center value is 270°. It should be noted that the above values ​​are only examples. In actual applications, other values ​​within the corresponding range (such as the upper boundary value, lower boundary value, or any determined value within the range) can be selected according to the hardware calibration results. This application does not impose specific restrictions on this. The preset angle ranges corresponding to each power mode are set at 45° intervals along the clockwise rotation direction of the shift hub, with the center angle of the parking power mode as the reference. The transition ranges between adjacent power modes are 22.5°~67.5°, 112.5°~157.5°, 202.5°~247.5°, and 292.5°~337.5°, respectively, to distinguish between adjacent mode switching and cross-mode switching conditions.

[0097] Based on S203, it can be seen that by comparing the absolute value of the angle difference with the angle difference of adjacent modes, the cross-mode switching scenario is automatically identified and a gradual transition strategy is adopted, which effectively avoids engine stalling, shock or shift failure caused by direct cross-mode switching, and improves the reliability and safety of mode switching.

[0098] In some embodiments, based on the correspondence between the rotation angle of the shift hub and the synchronizer state, this application defines four switchable power modes. The first preset angle, second preset angle, third preset angle, and fourth preset angle are arranged sequentially in the rotation direction of the shift hub. The difference between adjacent preset angles can be 90°, but in practical applications, it can be determined according to the specific conditions of the vehicle (such as manufacturing tolerances, assembly errors, mode range design, etc.), and this application does not impose specific limitations on this. Each time the shift hub rotates by an adjacent angle difference, it switches to the next power mode. Simultaneously, the first synchronizer and the second synchronizer close or open according to a preset pattern, thereby achieving different power transmission paths. Specifically, this includes any one of the following: (1) When the shift hub rotates to the first preset angle, the second synchronizer closes and the first synchronizer opens, determining that the vehicle is in pure electric drive mode, so as to realize that the motor drives the wheels alone.

[0099] In this embodiment, the pure electric drive mode refers to a vehicle where the electric motor provides driving force only, and the engine does not participate in operation. It utilizes the low-speed, high-torque, and zero-emission characteristics of the electric motor to meet the needs of urban commuting and short-distance driving, thereby reducing fuel consumption and carbon emissions, providing a smooth and quiet ride, and reducing engine start-stop wear. For example, depending on the vehicle, the first preset angle can be any value between 337.5° and 360°, or between 0° and 22.5°; 0° is used as an example.

[0100] (2) When the shift hub rotates to the second preset angle, the first synchronizer is disconnected and the second synchronizer is disconnected, thus determining that the vehicle is in parking power mode, so as to achieve decoupling of the engine, motor and wheels.

[0101] In this embodiment, the parking power mode refers to a state where there is no power connection between the engine, motor, and wheels, and the power system is in a completely disconnected state. Its purpose is to prevent power from being transmitted to the wheels during long-term parking or temporary parking, thus ensuring safety. This improves parking safety, prevents the risk of the vehicle rolling away, reduces internal losses in the power system, and facilitates independent starting of the engine or motor without moving the wheels. For example, depending on the vehicle, the second preset angle can be any value between 67.5° and 112.5°, and is exemplarily set to 90°.

[0102] (3) When the shift hub rotates to the third preset angle, the first synchronizer closes and the second synchronizer opens, confirming that the vehicle is in pure power generation mode, so as to realize the engine driving the motor to generate electricity.

[0103] In this embodiment, the pure electric power mode refers to the engine driving the motor to generate electricity, but the power is not transmitted to the wheels. Its purpose is to utilize the engine's high-efficiency range to charge the battery or power the vehicle's electrical equipment when the battery is low. This enables charging while driving or while parked, extends the pure electric range, avoids excessive battery discharge, and improves the flexibility of vehicle energy management. For example, depending on the vehicle, the third preset angle can be any value between 157.5° and 202.5°, and is exemplarily set to 180°.

[0104] (4) When the shift hub rotates to the fourth preset angle, the first synchronizer closes and the second synchronizer closes, determining that the vehicle is in the engine direct drive mode, so as to realize the engine driving the wheels or the engine and motor driving the wheels together.

[0105] In this embodiment, the engine direct drive mode means that engine power can be directly transmitted to the wheels, and the motor can be selected to participate in driving or not as needed. Its purpose is to leverage the engine's high efficiency during high-speed cruising or to have the engine and motor work together to improve power performance during rapid acceleration. This improves fuel economy at high speeds, enhances vehicle power performance, achieves power coupling between the engine and motor, and expands the vehicle's efficient operating range. For example, depending on the vehicle, the fourth preset angle can be any value between 247.5° and 292.5°, and is exemplarily set to 270°.

[0106] In summary, this embodiment achieves coverage of four different power modes by controlling the state combination of two synchronizers simultaneously through a shift hub. The structure is compact and the control logic is clear, as shown in Table 1 below.

[0107] Table 1

[0108] For example, when the vehicle is driving at low speed in urban conditions and the battery is fully charged, the shift drum is rotated to a first preset angle, and the vehicle is in pure electric drive mode; when the vehicle is parked and needs to be charged, the shift drum is rotated to a third preset angle, and the engine drives the motor to generate electricity; when the vehicle is driving at high speed, the shift drum is rotated to a fourth preset angle, and the engine directly drives the wheels to improve fuel economy.

[0109] For example, such as Figure 3As shown, the shift hub fork profile and power mode correspondence provided in this application are illustrated. The X-axis represents the axial displacement state of the shift fork, where 1 indicates the shift fork is fully displaced and the corresponding synchronizer is closed, and 0 indicates the shift fork is at zero displacement and the corresponding synchronizer is open. The Y-axis represents the rotation angle of the shift hub; the solid line represents the displacement profile of the first shift fork, and the dashed line represents the displacement profile of the second shift fork. The first shift fork is used to drive the first synchronizer to control the connection or disconnection between the engine and the motor, and the second shift fork is used to drive the second synchronizer to control the connection or disconnection between the motor and the wheels. By observing the displacement states of the first and second shift forks at different rotation angles of the shift hub, the switching between four power modes is achieved: When the shift drum rotates to the 0° angle range corresponding to the pure electric drive mode, the first shift fork displacement is 1 (first synchronizer closed) and the second shift fork displacement is 0 (second synchronizer open), and the vehicle enters the pure electric drive mode, enabling the motor to drive the wheels independently. When the shift drum rotates to the 90° angle range corresponding to the parking mode, both the first and second shift fork displacements are 0, and both the first and second synchronizers are open, enabling the vehicle to enter the parking mode, achieving complete decoupling of the engine, motor, and wheels. When the shift drum rotates to the 180° angle range corresponding to the pure electric drive mode, the first shift fork displacement is 1 (first synchronizer closed) and the second shift fork displacement is 0 (second synchronizer open). When the shift angle is 0 (second synchronizer disconnected), the vehicle enters pure power generation mode, enabling the engine to drive the motor to generate electricity. When the shift hub rotates to the 270° angle range corresponding to the engine direct drive mode, the displacement of both the first and second shift forks is 1, and both the first and second synchronizers are closed, enabling the vehicle to enter the engine direct drive mode, allowing the engine to drive the wheels alone or the engine and motor to drive the wheels together. This profile structure, through the one-to-one correspondence between the shift hub rotation angle and the shift fork displacement state, ensures that the synchronizer action is unique and the power path is clear in each power mode, providing a reliable mechanical structure basis for shift hub angle self-learning and power mode step-by-step switching control.

[0110] In some embodiments, please refer to Figure 4 As shown, Figure 4 This is a flowchart illustrating the non-adjacent mode switching process in a vehicle power mode switching method provided in this application embodiment. When the absolute value of the angle difference is greater than a second angle difference, the shift hub is controlled to gradually switch to the rotation angle corresponding to each power mode in the target power mode sequence until the target rotation angle is reached, including: S401. Sum the angle difference between the target power mode and the current power mode, and the preset angle compensation value, to determine the actual rotation angle of the shift hub.

[0111] The actual rotation angle is the rotation angle of the shift hub in the first power mode of the target power mode sequence. The preset angle compensation value is determined based on the sign of the angle difference between the target rotation angle and the current rotation angle, the absolute value of the angle difference between the target rotation angle and the current rotation angle, and whether the target power mode is a pure electric drive power mode.

[0112] It should be understood that by summing the angle difference with the preset angle compensation value to determine the actual rotation angle, the excessive angle difference that might otherwise cause a jump in state switching can be corrected to a reasonable angle that only rotates to the adjacent mode, without violating the principle of "prohibiting direct switching across modes", thus ensuring the stability and safety of the vehicle.

[0113] As one possible embodiment, when the absolute value of the angle difference is greater than the second angle difference, the angle difference between the target power mode and the current power mode, and a preset angle compensation value are summed to determine the actual rotation angle of the shift hub. This includes: when the angle difference between the target power mode and the current power mode is positive, determining a first preset angle compensation value; and summing the angle difference between the target power mode and the current power mode, and the first preset angle compensation value, to determine the actual rotation angle of the shift hub, so that the shift hub gradually enters the next power mode in the target power mode sequence along the current rotation direction.

[0114] The first preset angle compensation value is negative, and the absolute value of the first preset angle compensation value is equal to the first angle difference.

[0115] As one possible implementation, the first preset angle compensation value is -90° (i.e., minus 90°).

[0116] For example, the clockwise power mode sequence is: A pure electric drive power mode (0°) → B parking power mode (90°) → C pure generator power mode (180°) → D engine direct drive power mode (270°) → back to A (360°), the center difference between adjacent modes is 90°, and the cross-mode judgment threshold is 135°.

[0117] Scenario A→C: Current power mode is A (0°), target power mode is C (180°). The clockwise angle difference = 180° - 0° = 180°, the absolute value 180° > 135°, which is a cross-mode switch. The actual rotation angle = 180° - 90° = 90°, that is, the shift hub rotates 90° clockwise to enter the B parking power mode (intermediate power mode), and after completing the first switch, it rotates another 90° clockwise (B→C) to reach C.

[0118] Scenario B→D: Current power mode is B (90°), target power mode is D (270°). Clockwise angle difference = 270° - 90° = 180°, absolute value 180° > 135°, actual rotation angle = 180° - 90° = 90°, that is, the shift hub rotates 90° clockwise to enter C pure power generation mode (intermediate power mode), and then rotates 90° clockwise (C→D) to reach D.

[0119] Scenario A→D: Current power mode is A (0°), target power mode is D (270°). Clockwise angle difference = 270° - 0° = 270°, absolute value 270° > 135°, actual rotation angle = 270° - 90° = 180°, that is, the shift hub rotates 180° clockwise to enter parking power mode B (intermediate power mode), and then continues to rotate 90° (B→C) and 90° (C→D) to reach D.

[0120] The switching scenarios corresponding to this implementation are: A→C, B→D, and A→D. For scenarios where the angle difference is positive and greater than the second angle difference, by subtracting a first angle difference, the original large-angle cross-power mode switching is corrected to a simple 90° rotation to the next adjacent power mode in a clockwise direction. This method breaks down a large-angle cross-power mode switching into multiple adjacent power mode switching, allowing the shift hub to gradually pass through intermediate power modes in a clockwise direction. Each time, only one synchronizer needs to be synchronized, effectively avoiding the impact and vibration caused by large-angle rotation, and improving shift smoothness and system durability.

[0121] As one possible embodiment, when the absolute value of the angle difference is greater than the second angle difference, the angle difference between the target power mode and the current power mode, along with a preset angle compensation value, are summed to determine the actual rotation angle of the shift hub. This includes: when the angle difference between the target power mode and the current power mode is negative, the target power mode is a pure electric drive power mode, and the absolute value of the angle difference is greater than a preset third angle difference, a second preset angle compensation value is determined; the angle difference between the target power mode and the current power mode, along with the second preset angle compensation value, are summed to determine the actual rotation angle of the shift hub, so that the shift hub directly rotates to the target rotation angle corresponding to the pure electric drive power mode.

[0122] The third angle difference is greater than the second angle difference; the second preset angle compensation value is a full circle angle. For example, the second angle difference is 135° and the third angle difference is 225°.

[0123] As one possible implementation, the second preset angle compensation value is +360°.

[0124] For example, the clockwise power mode sequence is: A pure electric drive power mode (0°) → B parking power mode (90°) → C pure generator power mode (180°) → D engine direct drive power mode (270°) → back to A (360°). The center difference between adjacent modes is 90°, the cross-mode judgment threshold (second angle difference) is 135°, and the third angle difference is 225°.

[0125] Scenario D→A: The current power mode is D (270°), and the target power mode is A (0°). If rotating clockwise, it requires going from 270° through 360° to 0°, a rotation angle of 90°, which is an adjacent switch. If rotating counter-clockwise, it requires going from 270° through 180° and 90° to 0°, a rotation angle of 270°. The counter-clockwise angle difference is -270°, and the absolute value 270° > 225°, satisfying the conditions of this implementation. At this point, by adding a full circle angle (+360°), the counter-clockwise angle difference of -270° is converted into a clockwise rotation angle: -270° + 360° = +90°. That is, the shift hub rotates 90° clockwise directly to A. This process converts the original path requiring a 270° counter-clockwise rotation (passing through two intermediate modes, C and B) into the shortest path of a 90° clockwise rotation (adjacent switch).

[0126] The switching scenario corresponding to this implementation is a scenario where the rotation angle from the current power mode to the target pure electric drive power mode A in a counterclockwise direction is greater than 225° (e.g., D→A). For cases where the angle difference is negative and its absolute value is greater than 225°, and the target is pure electric drive power mode A, a full circle angle (360°) is added to convert the negative angle difference into a positive angle difference. This allows for the planning of the shortest clockwise path for the pure electric drive power mode under the unidirectional clockwise rotation rule. Since the pure electric drive power mode is the most frequently used power mode for vehicles, this strategy significantly shortens the response time for switching to pure electric drive power mode, improving the user's driving experience.

[0127] As one possible embodiment, when the absolute value of the angle difference is greater than the second angle difference, the angle difference between the target power mode and the current power mode, along with a preset angle compensation value, are summed to determine the actual rotation angle of the shift hub. This includes: when the angle difference between the target power mode and the current power mode is negative, the target power mode is a pure electric drive power mode, and the absolute value of the angle difference is greater than the second angle difference and less than the third angle difference, a third preset angle compensation value is determined; the angle difference between the target power mode and the current power mode, along with the third preset angle compensation value, are summed to determine the actual rotation angle of the shift hub, so that the shift hub gradually enters the next power mode in the target power mode sequence along the current rotation direction.

[0128] The third preset angle compensation value is positive and equal to the first angle difference. As one possible implementation, the second preset angle compensation value is +360°.

[0129] For example, the clockwise power mode sequence is: A pure electric drive power mode (0°) → B parking power mode (90°) → C pure generator power mode (180°) → D engine direct drive power mode (270°) → back to A (360°). The center difference between adjacent modes (first angle difference) is 90°, the cross-mode judgment threshold (second angle difference) is 135°, and the third angle difference is 225°.

[0130] Scenario C→A: The current power mode is C (180°), and the target power mode is A (0°). The clockwise angle difference = (0° + 360°) - 180° = 180°. The absolute value 180° > 135°, which is a cross-mode switch, and 180° is between 135° and 225°. At this time, the angle difference is negative (target A is in the counterclockwise direction of the current C), and the target is the pure electric drive power mode A, which meets the conditions of this implementation method. The third preset angle compensation value is determined to be +90°, and the actual rotation angle = -180° + 90° = -90°, that is, the shift hub rotates 90° counterclockwise to enter the B parking power mode (intermediate power mode). After completing the first switch, it rotates 90° counterclockwise again (B→A) to reach A.

[0131] The switching scenario corresponding to this implementation is C→A. For scenarios where the angle difference is negative, the target is pure electric drive mode A, and the counterclockwise span is between 135° and 225°, a first angle difference (90°) is added to correct -180° to -90°, so that the shift hub only rotates 90° counterclockwise to the adjacent intermediate mode B, and then the switching is completed step by step, ensuring that the synchronizer action is controllable and reducing shift shock.

[0132] As one possible embodiment, when the absolute value of the angle difference is greater than the second angle difference, the angle difference between the target power mode and the current power mode, and a preset angle compensation value are summed to determine the actual rotation angle of the shift hub. This includes: when the angle difference between the target power mode and the current power mode is negative and the target power mode is not a pure electric drive power mode, a fourth preset angle compensation value is determined; the fourth preset angle compensation value is positive and equal to the first angle difference; the angle difference between the target power mode and the current power mode, and the fourth preset angle compensation value are summed to determine the actual rotation angle of the shift hub, so that the shift hub gradually enters the next power mode in the target power mode sequence in a counterclockwise direction.

[0133] For example, the clockwise power mode sequence is: A pure electric drive power mode (0°) → B parking power mode (90°) → C pure generator power mode (180°) → D engine direct drive power mode (270°) → back to A (360°). The center difference between adjacent modes (first angle difference) is 90°, and the cross-mode judgment threshold (second angle difference) is 135°.

[0134] Scenario D→B: The current power mode is D (270°), and the target power mode is B (90°). The clockwise angle difference = (90° + 360°) - 270° = 180°, and the absolute value 180° > 135°, which is a cross-mode switch. At this time, the angle difference is negative (target B is in the counterclockwise direction of the current D), and target B is not in pure electric drive power mode, which meets the conditions of this implementation method. The fourth preset angle compensation value is determined to be +90°, and the actual rotation angle = -180° + 90° = -90°, that is, the shift hub rotates 90° counterclockwise to enter pure electric drive power mode A (intermediate power mode). After completing the first switch, it rotates 90° counterclockwise again (A→B) to reach B.

[0135] The switching scenario corresponding to this implementation is D→B. For cross-mode switching where the angle difference is negative and the target is not a pure electric drive mode, a first angle difference (90°) is added to correct -180° to -90°, causing the shift hub to rotate 90° counterclockwise to the adjacent intermediate mode, and then the switching is completed step by step, ensuring that the synchronizer action is controllable and reducing shift shock and component wear.

[0136] S402. Based on the actual rotation angle, control the shift hub to rotate sequentially to the rotation angle corresponding to each power mode according to the target power mode sequence, until the target rotation angle is reached.

[0137] It should be understood that the actual rotation angle is the first rotation amount that the shift hub needs to perform under the current switching command. After the execution is completed, the shift hub will reach the first intermediate power mode in the target power mode sequence (or directly reach the target power mode). The controller then repeats steps S201 to S203 until it detects that the shift hub has rotated to the target rotation angle and the synchronizer state matches the target power mode.

[0138] In one possible implementation, after each shift hub rotates to its designated position, the controller reads the current rotation angle using an angle sensor and the voltage change using position sensors on the first and second shift forks to confirm whether the current power mode matches the expectation. If they match, the next switching step is performed; if they do not match, fault diagnosis is triggered and a retry or rollback operation is executed.

[0139] As another possible implementation, for switching between adjacent power modes (absolute value of angle difference ≤ first angle difference), the controller can directly control the angle amount corresponding to the angle difference of the shift hub rotation angle, without angle compensation, and complete the switching in one go.

[0140] As another possible implementation, for cross-power mode switching, the controller breaks down the switching process into multiple sub-steps of switching between adjacent power modes. After each sub-step is completed, the relationship between the current power mode and the target power mode is reassessed until the target power mode is reached. This progressive switching method reduces the travel requirement of a single shift hub rotation and minimizes the impact on the shift fork and synchronizer.

[0141] In summary, please refer to Figure 5 As shown, a detailed flowchart of a vehicle power mode switching method provided in this application is given, which specifically includes: Sa1, Begin. Next, proceed to Sa2.

[0142] Sa2, Receive mode switching command. Next, proceed to Sa3.

[0143] Sa3: Obtain the current rotation angle 'a' of the shift hub. Next, proceed to Sa4.

[0144] Sa4: Determine the target power mode. Next, proceed to Sa5.

[0145] Sa5, the target rotation angle b of the shift hub corresponding to the target power mode. Next, proceed to Sa6.

[0146] Sa6. Determine whether the absolute value of the total angle ba to be changed is less than or equal to the preset second angle difference. If yes, proceed to Sa7; otherwise, proceed to Sa8.

[0147] Sa7, the rotation angle ba of the output shift hub. Next, proceed to Sa16.

[0148] Sa8. Determine if ba is greater than 0. If yes, proceed to Sa9; otherwise, proceed to Sa10.

[0149] Sa9: The rotation angle ba of the output shift hub is added to the first preset angle compensation value, then transition mode is entered. Next, Sa16 is performed.

[0150] Sa10: Determine if the target power mode is pure electric drive. If yes, proceed to Sa11; otherwise, proceed to Sa15.

[0151] Sa11. Determine if the absolute value of ba is greater than the preset third angle difference. If yes, proceed to Sa12; otherwise, proceed to Sa13.

[0152] Sa12: The rotation angle ba of the output shift hub is added to the second preset angle compensation value, then transition to transition mode. Next, proceed to Sa16.

[0153] Sa13, when the absolute value of ba is greater than the second angle difference, and because the third angle difference is greater than the second angle difference, the transition mode begins. Next, proceed to Sa14.

[0154] Sa14: The rotation angle ba of the output shift hub is added to the third preset angle compensation value, then transition to transition mode. Next, proceed to Sa16.

[0155] Sa15, the rotation angle ba of the output shift hub is added to the fourth preset angle compensation value. Next, proceed to Sa16.

[0156] Sa16, the motor speed is adjusted according to the target. Next, proceed to Sa17.

[0157] Sa17, after the speeds at both ends are synchronized, the motor executes the angle. Next, proceed to Sa18.

[0158] Sa18. Determine if the mode is in a transitional state. If yes, proceed to Sa19; otherwise, proceed to Sa20.

[0159] Sa19: Record the number of negations. If the number of negations exceeds 4, proceed to Sa22; if it does not exceed 4, jump back to Sa3 and re-execute the process.

[0160] Sa20: Determine if the mode switch is complete. If yes, proceed to Sa24; otherwise, proceed to Sa21.

[0161] Sa21. Record the number of negations. If the number of negations exceeds 3, proceed to Sa22; if it does not exceed 3, proceed to Sa23.

[0162] Sa22, reporting a mode switching failure.

[0163] Sa23, shift hub returns to 0. Jump back to Sa3 and re-execute the process.

[0164] Sa24: After the vehicle is parked, the shift hub motor returns to the 0 position. Next, proceed to Sa25.

[0165] Sa25, End, process terminated.

[0166] Based on the specific process of the vehicle power mode switching method described above, this method accurately calculates the difference between the current shift hub rotation angle and the target rotation angle, and dynamically selects a strategy of direct switching or gradual switching through transition modes based on the magnitude of the difference and the target power mode type. This effectively avoids synchronizer shock, engine stalling, or power interruption problems that may occur due to direct switching across modes. Simultaneously, a preset angle compensation value (such as 90°, 360°, etc.) is introduced when switching between non-adjacent modes, ensuring that the shift hub always passes through each transition mode sequentially along the shortest effective path, thereby minimizing execution time while ensuring smooth switching. Furthermore, this method achieves speed synchronization at both ends through real-time motor speed control and introduces a rejection count recording and retry mechanism during the switching process to perform closed-loop verification of the transition state and the final switching result, improving the reliability and fault tolerance of mode switching. When the vehicle is parked, the shift hub automatically returns to the zero position, which is beneficial for quickly recognizing the initial state upon the next start. In summary, this method achieves efficient, smooth, and reliable adaptive switching between multiple power modes in a hybrid system, effectively improving the driving comfort and system durability of the entire vehicle.

[0167] In other embodiments, when the absolute value of the angle difference is greater than the second angle difference, the current power mode and the target power mode are adjacent power modes, and the control shift hub directly switches to the target power mode based on the angle difference.

[0168] In some embodiments, due to the four ranges of rotation angle of the shift hub and manufacturing and assembly errors in the positions of the shift fork and synchronizer, directly using theoretical angles for power mode switching may result in the synchronizer failing to engage or disengage accurately. Therefore, self-learning of the shift hub angle and the engagement / disengagement positions of the shift fork is necessary to eliminate control deviations caused by individual differences. Self-learning involves driving the shift hub to rotate via hardware and monitoring the voltage changes of the shift fork position sensor in real time to calculate the actual angular position corresponding to each power mode, which serves as the calibration angle value.

[0169] As one possible embodiment, please refer to Figure 6 As shown, the self-learning method includes the following steps: S601. When the vehicle is in parking power mode, the current shift hub angle is calibrated to the preset rotation angle corresponding to the parking power mode.

[0170] It should be understood that because the shift hub does not have an absolute mechanical zero point after manufacturing and assembly, the controller cannot directly know the deviation between its actual angle and the theoretical angle. Therefore, a temporary angle reference frame needs to be established before self-learning begins. The vehicle is placed in parking power mode (at which point both synchronizers are disconnected, and the powertrain is decoupled from the wheels), and the current shift hub angle sensor reading is forcibly calibrated to a preset theoretical center angle (e.g., 90°), essentially setting a "virtual zero point" for subsequent angle measurements. This step does not change the actual mechanical position of the shift hub; it merely provides a unified calculation starting point for angle recording, allowing all subsequent angle measurements to be quantified relative to this starting point.

[0171] As another possible implementation, self-learning needs to be performed under the condition that the vehicle is stationary and safe. As one implementation method, the vehicle must be in P gear during self-learning, and in order to prevent the synchronizer from being unable to overcome the motor's rotational inertia to complete engagement or disengagement, a speed fluctuation (e.g., ±10 rpm) needs to be added to the current motor speed to assist the synchronizer's operation.

[0172] The preset rotation angle corresponding to the parking power mode is the theoretical center angle of Parking Power Mode B (e.g., 90°). It should be noted that this default angle is only an initial reference value, and the actual calibration angle will be obtained and corrected through a self-learning process.

[0173] S602. Control the shift hub to rotate clockwise, obtain the actual voltage change of the first shift fork, and determine the angle of rotation of the shift hub as the first angle if the actual voltage change of the first shift fork is greater than or equal to the preset first rated voltage change.

[0174] The preset first rated voltage change is used to indicate the voltage change corresponding to the preset axial displacement of the first shift fork; the first angle is determined based on the preset rotation angle and the actual angle change of the current shift hub rotation.

[0175] It should be understood that a Hall position sensor is installed on the first shift fork, and its output voltage is linearly related to the axial displacement of the shift fork. When the shift hub rotates clockwise, the grooves on its surface gradually push the first shift fork to move. When the shift fork has not yet moved, the voltage remains at its initial value; once the shift fork begins to produce axial displacement, the voltage will change continuously accordingly.

[0176] In one implementation, a preset first rated voltage change corresponds to a very small but reliably detectable mechanical displacement (e.g., 0.5 mm), sufficient to prove that the shift fork has moved out of its original disengaged position. Therefore, when the measured voltage change first reaches this threshold, it can be determined that the shift fork has begun to move. At this moment, the shift hub rotation angle (relative to the preset rotation angle set in S601) read by the angle sensor is recorded as the first angle. This angle actually reflects the position where the groove profile begins to effectively drive the first shift fork, and is an important basis for subsequent calculation of the true zero point.

[0177] As one possible implementation, the output signal of the first fork Hall sensor is sampled in real time, and the difference between the current voltage value and the initial voltage value recorded at time S601 is used as the actual voltage change. The sampling frequency should be high enough (e.g., once per millisecond) to ensure that the exact moment when the voltage first reaches the threshold can be captured.

[0178] As one possible implementation, the preset displacement refers to the fork movement distance that can reliably trigger the synchronizer action, obtained in advance through hardware size calculations or experimental calibration, for example, 0.5 mm. The theoretical voltage change value corresponding to this displacement is used as the threshold for determining whether the fork has started to move.

[0179] As one possible implementation, when the actual voltage change of the first shift fork reaches or exceeds the rated change for the first time, the angle value fed back by the shift hub motor angle sensor at this time (relative to the S601 reference) is recorded, and this angle value is the first angle.

[0180] In summary, because voltage changes and shift fork displacement are synchronized, using a voltage threshold as the trigger condition is more accurate than simply relying on the rotation angle of the shift hub. If only a rough estimate is made based on the theoretical angle range, deviations caused by component tolerances will be ignored; however, through real-time voltage feedback, the angle can be precisely locked the instant the shift fork actually begins to move, thereby eliminating mechanical backlash and assembly errors.

[0181] S603. Control the shift hub to rotate counterclockwise, obtain the actual voltage change of the second shift fork, and if the actual voltage change of the second shift fork is greater than or equal to the preset second rated voltage change, determine the angle of rotation of the shift hub as the second angle.

[0182] The preset second rated voltage change is used to indicate the voltage change corresponding to the preset axial displacement of the second shift fork; the second angle is determined based on the preset rotation angle and the actual angle change of the current shift hub rotation.

[0183] It should be understood that, similar to clockwise rotation, counterclockwise rotation causes another section of the groove in the shift hub to push the second shift fork. The second shift fork is also equipped with a Hall sensor, and its voltage change follows the same physical laws. While the two shift forks are mechanically symmetrically arranged, their starting angles relative to the theoretical center may not be perfectly symmetrical due to manufacturing and assembly tolerances. By recording the trigger angle of the second shift fork during counterclockwise rotation (i.e., the second angle), deviation information on the other side can be obtained. Combining the first and second angles effectively compensates for unidirectional measurement errors caused by shift hub eccentricity, groove machining errors, and sensor installation deviations.

[0184] As one possible implementation, the output signal of the second fork Hall sensor is sampled in real time, and the change in voltage relative to the initial voltage of S601 is calculated. Note that the angle sensor reading decreases when rotating counterclockwise. When recording, a signed angle (negative for counterclockwise) can be used or it can be converted to an equivalent positive angle, but a unified reference frame is required when calculating the final mean.

[0185] As one possible implementation, when the actual voltage change of the second shift fork first reaches or exceeds the rated change, the angle value fed back by the shift hub motor angle sensor at this time is recorded (relative to the S601 reference, counterclockwise rotation is recorded as a negative value or converted to an equivalent positive value), and this angle value is the second angle.

[0186] In summary, the trigger angle in a single direction can only reflect the deviation on one side, and cannot distinguish whether it is a deviation of the true zero point of the shift hub or a deviation of the shift fork mounting position. Adding counterclockwise measurement is equivalent to calibrating the same zero point from the opposite direction, providing the necessary data for subsequent averaging to eliminate systematic errors.

[0187] S604. Determine the calibration angle of the parking power mode based on the first angle and the second angle.

[0188] It should be understood that, theoretically, if the groove lines of the shift hub are perfectly symmetrical and the two shift forks are installed with absolute precision, then the first and second angles should be symmetrical about the theoretical center of the parking mode, meaning their average value is exactly equal to the theoretical center angle. However, in actual engineering, part tolerances and assembly clearances can cause them to be less than perfectly symmetrical.

[0189] As one possible implementation, determining the calibration angle of the parking power mode based on the first angle and the second angle includes: averaging the first angle and the second angle to obtain the calibration angle of the parking power mode.

[0190] By averaging the first and second angles, common-mode errors caused by factors such as radial runout of the shift hub, groove machining deviations, and initial position offset of the shift fork can be mathematically eliminated, thus obtaining the true center angle of the parking power mode under this assembly. This calibration angle, obtained through self-learning, is closer to the actual state of the current hardware than the theoretical preset value.

[0191] S605. Based on the calibration angle and the preset angle offset, determine the calibration angles corresponding to the pure power generation mode, the pure electric drive mode and the engine direct drive mode respectively, so as to serve as the target rotation angle corresponding to the target power mode.

[0192] For example, if the calibration angle of the parking power mode is denoted as z, then the calibration angle of the pure electric power mode is z+90°, the calibration angle of the engine direct drive power mode is z+180°, and the calibration angle of the pure electric drive power mode is z+270° (if it exceeds 360°, then subtract 360°).

[0193] In some embodiments, after determining the target rotation angle corresponding to each power mode, the shift hub is controlled to rotate to the calibration angle corresponding to each power mode, and the voltage change at the first shift fork engagement position and the voltage change at the second shift fork engagement position are obtained accordingly; if any voltage change exceeds the corresponding preset voltage range, the calibration angle of the parking power mode is updated again.

[0194] For example, the shift hub is controlled to rotate to the calibrated angle corresponding to the pure power generation mode. At this time, the first synchronizer should be in the engaged state. The voltage value of the first shift fork engagement position is recorded and compared with the theoretical voltage range calculated by the hardware dimensions.

[0195] For example, the shift drum is controlled to rotate to the calibrated angle corresponding to the engine direct drive mode. At this time, the second synchronizer should be in the engaged state. The voltage value of the second shift fork engagement position is recorded and compared with the theoretical voltage range.

[0196] As one possible implementation, if any voltage value exceeds the corresponding range, self-learning is determined to have failed, and execution restarts from S60401; if the number of retries exceeds a preset number, a self-learning failure fault is reported. The preset number of retries is at least 3.

[0197] As one possible implementation, after successful self-learning, the calibration angles corresponding to each power mode are stored in the controller for subsequent power mode switching.

[0198] As one possible implementation, if the initial position of the shift fork is not in neutral or the voltage changes abnormally during the shift drum rotation, the self-learning process should be stopped immediately and a fault should be reported.

[0199] In some embodiments, the method further includes: determining a target rotational speed based on the current vehicle speed and the target power mode before controlling the shift hub to rotate to the target rotation angle; wherein, when the target power mode is a pure electric drive power mode or a pure power generation power mode, the target rotational speed is the target rotational speed of the motor; when the target power mode is an engine direct drive power mode, the target rotational speed is the target rotational speed of the engine; controlling the motor or engine to adjust its speed within a preset time until the speed difference between the actual rotational speed and the target rotational speed falls within a preset range.

[0200] This embodiment actively adjusts the speed before the synchronizer operates, controlling the speed difference between the two sides of the synchronizer within the range of 10-50 rpm. This significantly reduces the synchronization load on the synchronizer, compresses the synchronization time to 50-100 ms, and ensures that the entire shifting process does not exceed 200 ms, thereby improving shifting smoothness and system durability.

[0201] As one possible implementation, the target rotational speed is calculated using the formula: r = V / n × (2 × π × R), where V is the current vehicle speed, n is the gear ratio, and R is the tire radius. Since vehicle speed changes over time, the controller needs to update the target rotational speed in real time and dynamically adjust the motor or engine speed commands.

[0202] As one possible implementation, when the target speed is 0 (e.g., when switching parking power mode), the motor needs to be controlled to maintain a small speed (e.g., ±10 rpm) or to apply torque fluctuations (flutter) to assist the synchronizer in smoothly downshifting or engaging.

[0203] In summary, please refer to Figure 7 As shown, a schematic diagram of the specific process of a self-learning method provided in this application is given, which specifically includes: Sb1, Begin. Next, proceed to Sb2.

[0204] Sb2: Read the current voltage values ​​of the position sensors for the first and second shift forks, as well as the current rotation angle of the shift hub. Next, proceed to Sb3.

[0205] Sb3. Determine if both the first and second shift forks are in the neutral position range. If yes, proceed to Sb4; otherwise, proceed to Sb0, where Sb0 refers to reporting a failure to learn automatically.

[0206] Sb4. Control the shift drum to rotate clockwise, and record the rotation angle of the shift drum at this time as the first angle. Next, proceed to Sb5.

[0207] The shift hub is controlled to rotate clockwise, and the voltage change of the Hall sensor corresponding to the first shift fork is monitored in real time. When the voltage change reaches the preset first voltage change threshold (corresponding to the first shift fork generating a preset axial displacement), the rotation stops and the rotation angle of the shift hub at this time is recorded as the first angle.

[0208] Sb5, control the shift drum to rotate counterclockwise, and record the rotation angle of the shift drum at this time as the second angle. Next, proceed to Sb6.

[0209] Specifically, the shift hub is controlled to rotate counterclockwise, and the voltage change of the Hall sensor corresponding to the second shift fork is monitored in real time. When the voltage change reaches the preset second voltage change threshold (corresponding to the second shift fork generating a preset axial displacement), the rotation stops and the rotation angle of the shift hub at this time is recorded as the second angle.

[0210] Sb6. Calculate the average value based on the first and second angles to obtain the calibration angle for the parking power mode. Next, proceed to Sb7.

[0211] Sb7. Determine if the calibration angle is within the theoretical angle range of the parking power mode. If yes, proceed to Sb8; otherwise, proceed to Sb13.

[0212] Sb8, calculate and record the angles for other modes. Next, proceed to Sb9.

[0213] Specifically, based on the calibration angle and the preset angle offset, the calibration angles corresponding to the pure power generation mode, the pure electric drive mode, and the engine direct drive mode are determined respectively.

[0214] Sb9. Determine if the calibration angles corresponding to other power modes are within the range. If yes, proceed to Sb10; otherwise, proceed to Sb13.

[0215] Sb10: Control the shift drum to rotate to the calibrated angle corresponding to the parking power mode, and record the Hall sensor voltage values ​​at the disengaged positions of the first and second shift forks. Next, proceed to Sb11.

[0216] Sb11. Determine whether the Hall sensor voltage values ​​at the disconnected positions of the first and second shift forks are both within the preset disconnected position voltage range. If yes, proceed to Sb12; otherwise, proceed to Sb14.

[0217] Sb12, control the shift hub to switch to pure power generation mode, and record the Hall sensor voltage value at the first shift fork engagement position. Next, proceed to Sb16.

[0218] Sb13: If the number of negative records exceeds 3, report an angle self-learning failure; if the number of negative records does not exceed 3, return to step Sb3.

[0219] Sb14. If the number of recorded negatives exceeds 3, report a failure to self-learn the fork disconnect position; if the number of recorded negatives does not exceed 3, return to step S10.

[0220] Sb15. If the number of negative records exceeds 3, report a failure to learn the self-learning of the fork engagement position; if the number of negative records does not exceed 3, return to step S10.

[0221] Sb16. Determine whether the voltage value at the engagement position of the first shift fork is within the preset engagement position voltage range. If yes, proceed to Sb17; otherwise, proceed to Sb15.

[0222] Sb17, Control the shift hub to switch to engine direct drive mode, and record the Hall sensor voltage value at the second shift fork engagement position. Next, proceed to Sb18.

[0223] Sb18. Determine whether the voltage value at the engagement position of the second shift fork is within the preset engagement position voltage range. If yes, proceed to Sb19; if no, proceed to Sb15.

[0224] Sb19, Return to the angle corresponding to the parking power mode. Next, proceed to Sb20.

[0225] Sb20, End, process terminated.

[0226] Based on the specific process of the self-learning method described above, the shift hub angles when the two shift forks are triggered are recorded by rotating clockwise and counterclockwise twice, and the average value is taken to eliminate manufacturing and assembly errors, accurately calibrating the actual zero point of the parking power mode. Then, based on the 90° offset, the true angles of the other three power modes are calculated. At the same time, by double-checking the Hall sensor voltages at the disengaged and engaged positions of the shift forks, the accuracy and consistency of the calibration results are ensured, effectively avoiding mode switching failures or synchronizer impacts caused by angle deviations, and improving the reliability and robustness of the system.

[0227] The foregoing mainly describes the solutions provided by the embodiments of this application from a methodological perspective. To achieve the above functions, the electronic device includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should readily recognize that, based on the units and algorithm steps of the examples described in conjunction with the embodiments disclosed herein, this application can be implemented in hardware or a combination of hardware and computer software. Whether a function is executed by hardware or by computer software driving hardware depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0228] This application embodiment can, according to the above method, exemplarily divide an electronic device into functional modules. For example, the electronic device may include functional modules corresponding to each functional division, or two or more functions may be integrated into one processing module. The integrated module can be implemented in hardware or as a software functional module. It should be noted that the module division in this application embodiment is illustrative and only represents one logical functional division; in actual implementation, there may be other division methods.

[0229] like Figure 8 As shown, the electronic device 800 provided in this application embodiment includes, but is not limited to, a processor 801 and a memory 802.

[0230] The aforementioned memory 802 is used to store the executable instructions of the aforementioned processor 801. It is understood that the aforementioned processor 801 is configured to execute instructions to implement the vehicle battery power testing method described in the above embodiment.

[0231] It should be noted that those skilled in the art will understand that Figure 8 The electronic device structure shown does not constitute a limitation on electronic device 800; electronic device may include, but is not limited to, other electronic devices. Figure 8 This may indicate more or fewer components, or combinations of certain components, or different component arrangements.

[0232] The processor 801 is the control center of the electronic device 800. It connects various parts of the electronic device via various interfaces and lines. By running or executing software programs and / or modules stored in the memory 802, and by calling data stored in the memory 802, it performs various functions and processes data of the electronic device 800, thereby providing overall monitoring of the electronic device 800. The processor 801 may include one or more processing units. Optionally, the processor 801 may integrate an application processor and a modem processor. The application processor mainly handles the operating system, user interface, and applications, while the modem processor mainly handles wireless communication. It is understood that the modem processor may not be integrated into the processor 801.

[0233] The memory 802 can be used to store software programs and various data. The memory 802 may primarily include a program storage area and a data storage area. The program storage area may store the operating system, application programs required by at least one functional module (such as a determination unit, processing unit, etc.), etc. Furthermore, the memory 802 may include high-speed random access memory, and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0234] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 802 including instructions, which can be executed by a processor 801 of an electronic device 800 to implement the methods in the above embodiments.

[0235] Optionally, the computer-readable storage medium may be a non-transitory computer-readable storage medium, such as a read-only memory (ROM), random access memory (RAM), magnetic tape, floppy disk, and optical data storage device.

[0236] In an exemplary embodiment, this application also provides a computer program product including one or more instructions, which can be executed by the processor 801 of the electronic device 800 to perform the methods described above.

[0237] It should be noted that when one or more instructions in the computer-readable storage medium or computer program product are executed by the processor of an electronic device, they implement the various processes of the above method embodiments and achieve the same technical effect as the above method. To avoid repetition, they will not be described again here.

[0238] Through the above description of the embodiments, those skilled in the art can clearly understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0239] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the mutual coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0240] The units described as separate components may or may not be physically separate. A component shown as a unit can be one or more physical units; that is, it can be located in one place or distributed in multiple different locations. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0241] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0242] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, essentially, or the parts that contribute to related technologies, or all or part of the technical solutions, can be embodied in the form of a software product. This software product is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, ROM, RAM, magnetic disks, or optical disks.

[0243] The above embodiments are merely preferred embodiments provided to fully illustrate this application, and the scope of protection of this application is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on this application are all within the scope of protection of this application.

Claims

1. A method for switching vehicle power modes, characterized in that, Applied to a vehicle, the vehicle includes a shift hub, which is used to drive the synchronizer mechanism of the vehicle to switch between different power modes by rotating; wherein, on the rotation circumference of the shift hub, the absolute value of the difference between the rotation angles corresponding to adjacent power modes is a first angle difference, and the absolute value of a preset angle threshold used to distinguish between adjacent power modes and cross power modes is a second angle difference, the second angle difference being greater than the first angle difference; The method includes: Determine the target rotation angle of the shift hub corresponding to the target power mode; Based on the current rotation angle of the shift hub and the target rotation angle, determine the angle difference between the target power mode and the current power mode; When the absolute value of the angle difference is greater than the second angle difference, the shift hub is controlled to gradually switch from the current rotation angle to the rotation angle corresponding to each power mode in the target power mode sequence until it rotates to the target rotation angle; the target power mode sequence is a sequence formed by arranging all power modes involved in the path from the current power mode to the target power mode in order of rotation direction.

2. The method according to claim 1, characterized in that, The synchronizer mechanism of the vehicle includes a first synchronizer and a second synchronizer; the first synchronizer is used to control the connection or disconnection of the vehicle's engine and motor; the second synchronizer is used to control the connection or disconnection of the motor and wheels. The method further includes: When the shift hub rotates to a first preset angle, the second synchronizer closes and the first synchronizer opens, determining that the vehicle is in pure electric drive mode, so that the motor can drive the wheels independently; When the shift hub rotates to the second preset angle, the first synchronizer is disconnected and the second synchronizer is disconnected, determining that the vehicle is in parking power mode, so as to achieve decoupling of the engine, the motor and the wheels; When the shift hub rotates to the third preset angle, the first synchronizer closes and the second synchronizer opens, determining that the vehicle is in pure power generation mode, so that the engine drives the motor to generate electricity; When the shift hub rotates to the fourth preset angle, the first synchronizer closes and the second synchronizer closes, determining that the vehicle is in the engine direct drive mode, so as to realize that the engine drives the wheels or the engine and the motor drive the wheels together; The first preset angle, the second preset angle, the third preset angle, and the fourth preset angle are arranged sequentially in the rotation direction of the shift hub.

3. The method according to claim 2, characterized in that, The step of controlling the shift hub to gradually switch to the rotation angle corresponding to each power mode in the target power mode sequence until it rotates to the target rotation angle includes: The actual rotation angle of the shift hub is determined by summing the angle difference between the target power mode and the current power mode, and a preset angle compensation value. The preset angle compensation value is determined based on the sign of the angle difference between the target rotation angle and the current rotation angle, the absolute value of the angle difference between the target rotation angle and the current rotation angle, and whether the target power mode is a pure electric drive power mode. The actual rotation angle is the rotation angle of the shift hub in the first power mode in the target power mode sequence. Based on the actual rotation angle, the shift hub is controlled to rotate sequentially to the rotation angle corresponding to each power mode according to the target power mode sequence, until it rotates to the target rotation angle.

4. The method according to claim 3, characterized in that, The step of summing the angle difference between the target power mode and the current power mode, and a preset angle compensation value, to determine the actual rotation angle of the shift hub includes: If the angle difference between the target power mode and the current power mode is positive, a first preset angle compensation value is determined; if the first preset angle compensation value is negative, the absolute value of the first preset angle compensation value is equal to the first angle difference. The angle difference between the target power mode and the current power mode, along with the first preset angle compensation value, are summed to determine the actual rotation angle of the shift hub, so that the shift hub enters the next power mode in the target power mode sequence along the current rotation direction.

5. The method according to claim 3, characterized in that, The step of summing the angle difference between the target power mode and the current power mode, and a preset angle compensation value, to determine the actual rotation angle of the shift hub includes: If the angle difference between the target power mode and the current power mode is negative, the target power mode is a pure electric drive power mode, and the absolute value of the angle difference is greater than a preset third angle difference, a second preset angle compensation value is determined; wherein, the third angle difference is greater than the second angle difference; and the second preset angle compensation value is a full circle angle. The angle difference between the target power mode and the current power mode, along with the second preset angle compensation value, are summed to determine the actual rotation angle of the shift hub, so that the shift hub can directly rotate to the target rotation angle corresponding to the pure electric drive power mode.

6. The method according to claim 3, characterized in that, The step of summing the angle difference between the target power mode and the current power mode, and a preset angle compensation value, to determine the actual rotation angle of the shift hub includes: If the angle difference between the target power mode and the current power mode is negative, the target power mode is a pure electric drive power mode, and the absolute value of the angle difference is greater than the second angle difference and less than the third angle difference, a third preset angle compensation value is determined; the third preset angle compensation value is positive and equal to the first angle difference. The angle difference between the target power mode and the current power mode, along with a third preset angle compensation value, are summed to determine the actual rotation angle of the shift hub, so that the shift hub gradually enters the next power mode in the target power mode sequence along the current rotation direction.

7. The method according to claim 3, characterized in that, The step of summing the angle difference between the target power mode and the current power mode, and a preset angle compensation value, to determine the actual rotation angle of the shift hub includes: If the angle difference between the target power mode and the current power mode is negative, and the target power mode is not a pure electric drive power mode, a fourth preset angle compensation value is determined; the fourth preset angle compensation value is positive and equal to the first angle difference. The angle difference between the target power mode and the current power mode, along with the fourth preset angle compensation value, are summed to determine the actual rotation angle of the shift hub, so that the shift hub gradually enters the next power mode in the target power mode sequence in a counterclockwise direction.

8. The method according to claim 2, characterized in that, The vehicle also includes a first shift fork and a second shift fork; the first shift fork is used to drive a first synchronizer to control the connection or disconnection of the engine and the motor; the second shift fork is used to drive a second synchronizer to control the connection or disconnection of the motor and the wheels. The method further includes: When the vehicle is in parking power mode, the current shift hub angle is calibrated to the preset rotation angle corresponding to the parking power mode; The shift hub is controlled to rotate clockwise to obtain the actual voltage change of the first shift fork. When the actual voltage change of the first shift fork is greater than or equal to a preset first rated voltage change, the angle of rotation of the shift hub is determined as a first angle. The preset first rated voltage change is used to indicate the voltage change corresponding to the axial preset displacement of the first shift fork. The first angle is determined based on the preset rotation angle and the actual angle change of the current shift hub rotation. The shift hub is controlled to rotate counterclockwise to obtain the actual voltage change of the second shift fork. If the actual voltage change of the second shift fork is greater than or equal to a preset second rated voltage change, the angle of rotation of the shift hub is determined as a second angle. The preset second rated voltage change is used to indicate the voltage change corresponding to the axial preset displacement of the second shift fork. The second angle is determined based on the preset rotation angle and the actual angle change of the current shift hub rotation. The calibration angle of the parking power mode is determined based on the first angle and the second angle; Based on the calibration angle and the preset angle offset, the calibration angles corresponding to the pure power generation mode, the pure electric drive mode, and the engine direct drive mode are determined respectively, so as to serve as the target rotation angle corresponding to the target power mode.

9. The method according to claim 8, characterized in that, The method further includes: After determining the target rotation angle corresponding to each power mode, the shift hub is controlled to rotate to the calibration angle corresponding to each power mode, and the voltage change at the first shift fork engagement position and the voltage change at the second shift fork engagement position are obtained accordingly. If any of the voltage changes exceeds the corresponding preset voltage range, the calibration angle of the parking power mode is updated again.

10. An electronic device, characterized in that, The electronic device includes a processor and a memory; the memory stores instructions executable by the processor, and when the processor is configured to execute the instructions, the electronic device performs the method as described in any one of claims 1-9.

11. A vehicle, characterized in that, The vehicle includes a controller for performing the method as described in any one of claims 1-9.

12. A computer-readable storage medium, characterized in that, When the computer-executable instructions stored in the computer-readable storage medium are executed by the processor of the processing device, the processing device is capable of performing the method as described in any one of claims 1-9.

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