A driving mode switching control method, electronic device, and vehicle

Abstract

This application provides a drive mode switching control method, electronic device, and vehicle, relating to the field of vehicle control technology. The drive mode switching control method includes: acquiring the engine speed and wheel-side required torque under current operating conditions; determining the engine required torque at which the engine speed reaches a preset first speed threshold; determining a target output torque for the motor based on the engine required torque and the wheel-side required torque; and, in response to determining that the engine speed has reached the preset first speed threshold, controlling the motor to stop driving the engine and controlling the engine to enter a fuel injection ignition state, so that when the engine speed reaches the target speed threshold from the first speed threshold, the vehicle switches to engine drive mode. This application, through the above method, enables preliminary speed pre-matching before the engine takes over drive, and avoids direct disturbance of wheel-side power output by engine ignition transients, achieving a smooth and rapid switching.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a drive mode switching control method, electronic equipment, and vehicle. Background Technology

[0002] As the automotive industry rapidly develops towards energy conservation, emission reduction, and intelligentization, hybrid vehicles, combining the range of traditional gasoline vehicles with the high efficiency and low emissions of electric drive systems, have become one of the important development directions in the current automotive industry. Compared to pure gasoline vehicles, hybrid vehicles can flexibly switch between pure electric drive, engine drive, and hybrid drive modes depending on different operating conditions. However, in actual vehicle operation, when the power system switches between electric motor drive mode and engine drive mode, significant transient shock problems often occur, affecting the reliability of the entire vehicle and the user experience.

[0003] In view of this, how to design the vehicle's drive mode switching method to enable the power system to achieve a smooth, fast, and stable transition during mode switching, thereby effectively avoiding vehicle vibration and shock phenomena, has become an urgent problem to be solved. Summary of the Invention

[0004] In view of this, the purpose of this application is to provide a drive mode switching control method, electronic device and vehicle.

[0005] To achieve the above objectives, this application provides a drive mode switching control method, comprising:

[0006] In response to determining that the vehicle has received a command to switch from electric motor drive mode to engine drive mode, the engine speed and wheel-side torque demand under the current operating conditions are obtained. Determine the engine torque required when the engine speed reaches a preset first speed threshold, and determine the target output torque of the motor based on the engine torque and the wheel-side torque, so that the motor drives the wheel and drags the engine to operate. In response to determining that the engine speed has reached a preset first speed threshold, the control motor stops driving the engine and controls the engine to enter the fuel injection and ignition state so that when the engine speed reaches the target speed threshold from the first speed threshold, the vehicle is controlled to switch to engine drive mode. The target speed threshold is determined based on the required torque on the wheel side.

[0007] Optionally, determining the engine torque required when the engine speed reaches a preset first speed threshold, and determining the target output torque of the motor based on the engine torque and the wheel-side torque, includes: Execute multiple rate-increment cycles, each of which includes: Determine the initial engine speed at the beginning of the current growth cycle and the final engine speed that the engine should reach at the end of the current growth cycle; Determine the engine torque required from the initial engine speed to the final engine speed; Based on the engine torque demand and wheel-side torque demand of the current growth cycle, determine the target output torque of the motor corresponding to the current growth cycle.

[0008] Optionally, before controlling the engine to enter the fuel injection ignition state, the method further includes: Update the target output torque of the motor to maintain the vehicle operating at the required torque at the wheel sides.

[0009] Optionally, updating the target output torque of the motor to maintain the vehicle operating at the wheel-side required torque includes: The engine's required torque is divided into multiple discrete decreasing steps, and multiple deceleration cycles are executed based on the multiple discrete decreasing steps, each of the deceleration cycles including: Determine the engine torque requirement for the current deceleration cycle; Based on the engine torque demand and the wheel-side torque demand of the current deceleration cycle, the target output torque of the motor corresponding to the current deceleration cycle is determined.

[0010] Optionally, after controlling the engine to enter the fuel injection ignition state, the method further includes: In response to determining that the engine speed has reached a second speed threshold, the control motor is operated at the current wheel-side torque demand for a preset buffer time; Wherein, the second speed threshold is greater than the preset first speed threshold and less than the target speed threshold.

[0011] Optionally, when the engine speed reaches the target speed threshold from the first speed threshold, controlling the vehicle to switch to engine drive mode includes: In response to determining that the engine speed has reached the target speed threshold, the motor speed under the current operating condition is obtained; In response to determining that the speed difference between the engine speed and the motor speed is greater than a preset speed difference threshold, the engine speed is adjusted based on the motor speed to gradually bring the engine speed closer to the motor speed. In response to determining that the speed difference between the engine speed and the motor speed is less than or equal to a preset speed difference threshold, the engine is controlled to gradually increase its output torque, while the motor is simultaneously controlled to gradually decrease its output torque until it returns to zero, so that the vehicle can seamlessly switch to engine drive mode while maintaining the torque required at the wheel side.

[0012] Optionally, the response before determining that the vehicle has received an instruction to switch from electric motor drive mode to engine drive mode includes: Determine the vehicle battery status; In response to determining that the vehicle battery status is a non-collision type fault requiring the relay to be disconnected, the function of prohibiting vehicle battery charging is activated; In response to the determination that the vehicle battery charging prohibition function has been activated, a command is issued to the vehicle to switch to engine drive mode and the discharge power of the vehicle battery is limited to a preset discharge threshold.

[0013] Optionally, the engine and the electric motor transmit torque to each other via a clutch, and the response after determining that the vehicle has received an instruction to switch from electric motor drive mode to engine drive mode includes: Send torque control commands and shift-prohibition commands to the vehicle's clutch; In response to determining that the clutch receives a torque control command and a shift prohibition command, the clutch is controlled to perform hydraulic pre-charging; In response to determining that the hydraulic precharge has reached a preset threshold, the clutch is controlled to drive the engine and the motor, and the torque is transmitted according to the preset clutch torque ratio.

[0014] Based on the same inventive concept, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0015] Based on the same inventive concept, this application also provides a vehicle including the electronic equipment described above.

[0016] As can be seen from the above description, the drive mode switching control method, electronic device, and vehicle provided in this application include the following: In response to determining that the vehicle receives an instruction to switch from motor drive mode to engine drive mode, the method acquires the engine speed and wheel-side torque demand under the current operating conditions; determines the engine torque demand at which the engine speed reaches a preset first speed threshold; and determines a target output torque for the motor based on the engine torque demand and the wheel-side torque demand, so that the motor drives the wheels and drags the engine; In response to determining that the engine speed reaches the preset first speed threshold, the method controls the motor to stop dragging the engine and controls the engine to enter a fuel injection ignition state, so that when the engine speed reaches the target speed threshold from the first speed threshold, the method controls the vehicle to switch to engine drive mode; wherein the target speed threshold is determined based on the wheel-side torque demand. This application introduces a motor to actively drive the engine to a preset speed before engine ignition, enabling the engine to complete preliminary speed pre-matching before taking over drive. The motor's torque is gradually released before engine ignition, allowing the engine to be controlled and disconnected from the power system before entering the fuel injection and ignition state, preventing the engine's instantaneous ignition from directly disturbing the wheel-side power output. Simultaneously, a target speed threshold is determined based on the wheel-side torque demand, ensuring the engine speed is smoothly established within a controlled range and coordinated with the motor torque release process, eliminating the impact of power source switching at its source. Furthermore, this method can significantly reduce vehicle jerking and hesitation during drive mode switching without adding additional hardware, simply through control strategy optimization, improving overall vehicle ride comfort and system stability. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart illustrating the drive mode switching control method according to an embodiment of this application. Figure 1 ; Figure 2 This is a flowchart illustrating the drive mode switching control method according to an embodiment of this application. Figure 2 ; Figure 3 This is a schematic diagram of the drive mode switching control device according to an embodiment of this application; Figure 4 This is a schematic diagram of the hardware structure of an electronic device according to an embodiment of this application. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0020] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0021] As described in the background section, hybrid electric vehicles (HEVs) have become one of the important development directions in the current automotive industry because they combine the range of traditional gasoline vehicles with the high efficiency and low emissions of electric drive systems. Compared to pure gasoline vehicles, HEVs can flexibly switch between pure electric drive, engine drive, and hybrid drive modes according to different operating conditions, thus having significant advantages in terms of power, economy, and emission control.

[0022] Furthermore, with the widespread application of hybrid vehicles in urban congestion, frequent start-stop operations, vehicle malfunctions, and various other operating conditions, vehicles need to frequently switch between electric motor drive mode and engine drive mode during operation. This switching not only affects the continuity of the vehicle's power delivery but also directly impacts the vehicle's smoothness and ride comfort.

[0023] Specifically, in a typical hybrid architecture, the battery powers the electric motor, which can independently drive the wheels; the engine, through a clutch, forms a power coupling relationship with the motor and transmission. When the vehicle is in electric motor drive mode, the engine is usually stopped or at low speed. However, when higher power is needed, the battery is low, or a battery failure occurs, the system needs to control the engine to intervene and complete the power mode switch. This process involves multiple dynamic variables such as engine speed establishment, electric motor torque release, and transmission system coupling, and its transient control quality directly determines the overall vehicle driving quality.

[0024] However, since the engine is usually at low speed or stationary before intervention, while the wheels are already at a certain speed and load, when the engine is directly connected to the power system and ignites to output torque, there is a significant mismatch between its speed and the transmission system, which can easily cause a sudden change in the total system torque. This sudden change is amplified through the transmission link into longitudinal vibration of the vehicle, causing the driver and passengers to experience noticeable jerking, shaking, or a feeling of "sluggishness." Essentially, the above problem stems from the lack of coordination between the engine speed building process and the motor torque release process during power source switching, resulting in discontinuous power delivery.

[0025] To address the aforementioned issues, hybrid vehicles typically employ simple methods such as speed-following control or clutch buffer engagement to mitigate the impact of engine intervention. However, these solutions mostly rely on engine ignition and engagement with the powertrain, with the electric motor providing compensation afterward—a passive control strategy. Moreover, because the engine remains mismatched with the transmission system at ignition, the source of the impact is not fundamentally eliminated. Furthermore, the lack of prior coordination between the electric motor and engine results in slow response and insufficient stability during the switching process, making it difficult to simultaneously meet the dual requirements of rapid switching and smooth operation.

[0026] Based on this, this application proposes a drive mode switching control method, which is that before the engine is actually ignited and outputs torque, the motor first drives the engine to speed up to a preset speed range, and during this stage, the power continuity on the wheel side is maintained by a mechanism of gradual small torque change; then, at an appropriate speed node, the motor drive is disconnected and the engine is started to ignite, so that the engine speed reaches a preset stable value and then smoothly takes over the drive.

[0027] Through the aforementioned collaborative control method, the wheel-side torque can be kept smooth and continuous throughout the entire process of engine intervention, avoiding instantaneous impacts from the source and effectively solving the problem of vehicle jerkiness during the switching of hybrid vehicle drive modes.

[0028] The following is in conjunction with the appendix Figure 1-4 The embodiments of this application will be described in detail below.

[0029] In some embodiments, such as Figure 1 As shown, a drive mode switching control method is provided. This method can be executed by the vehicle controller or by other controllers independent of the vehicle controller. For the convenience of subsequent description, unless otherwise specified, the method is described using the vehicle controller as an example.

[0030] The drive mode switching control method includes: S101. In response to determining that the vehicle has received an instruction to switch from electric motor drive mode to engine drive mode, the engine speed and wheel-side torque required under the current operating conditions are obtained.

[0031] In this step, after detecting a drive mode switching request, the vehicle controller (or controller) first collects the basic operating status of the current power system as input conditions for subsequent coordinated control.

[0032] For example, the engine speed can be obtained by a speed sensor located at the crankshaft or by the engine control unit via the vehicle bus; the required torque at the wheel side can be calculated by the vehicle controller based on parameters such as accelerator pedal opening, vehicle speed, current gear, road resistance, and vehicle acceleration requirements, or directly output by the powertrain control module.

[0033] By acquiring the aforementioned parameters, the controller can simultaneously grasp the current available state of the engine and the real-time power demand at the wheels, thereby establishing a correspondence between the engine-side state and the vehicle-side demand. Especially when the vehicle is in pure electric drive mode, the engine is usually in a stopped or low-speed idling state, while the wheels already have a certain speed and load demand, resulting in a significant mismatch in speed and torque between the two.

[0034] It should also be noted that if the engine is started and connected to the power system without the above-mentioned state perception, the sudden change in engine speed and torque will directly affect the wheel side, which can easily cause obvious shocks and jerks.

[0035] Based on this, this step synchronously acquires the engine speed and the required torque on the wheel side, providing basic data support for subsequent control processes such as engine speed pre-matching, motor-driven engine, and torque relay transition, thus laying the structural foundation for achieving seamless switching.

[0036] S102. Determine the engine torque required when the engine speed reaches a preset first speed threshold, and determine the target output torque of the motor based on the engine torque and the wheel-side torque, so that the motor drives the wheel and drags the engine.

[0037] In this step, the vehicle controller can deduce the resistance load that the engine needs to overcome when reaching the first speed threshold based on a preset first speed threshold (e.g., 600 r / min) and the speed difference between the current engine speed and the first speed threshold, combined with engine resistance characteristics, a pre-trained / pre-set inertia model, and acceleration slope requirements, thereby determining the corresponding engine torque requirement. Alternatively, the engine speed and wheel-side torque requirement can be input into a pre-calibrated engine torque requirement mapping table (or mapping relationship) to determine the engine torque requirement under the current operating conditions. Furthermore, the engine torque requirement when the engine is dragged to the first speed threshold can also be determined using the aforementioned speed difference combined with a pre-trained engine resistance characteristic model.

[0038] It should be noted that the engine torque demand essentially reflects the engine's ability to absorb external driving force during acceleration, that is, the load that the engine places on the electric motor during the passive towing phase. In other words, it characterizes the driving energy or load / resistance torque required to tow the engine from a standstill or low speed to its ignition speed under current operating conditions.

[0039] Furthermore, the controller performs superposition and matching processing on the engine's required torque and the wheel-side required torque. While ensuring that the power output at the wheels is not reduced, additional towing capacity is allocated to calculate the target output torque of the motor. This target output torque of the motor includes both a driving component to meet the vehicle's driving needs and an additional component to accelerate the engine.

[0040] For example, the target output torque of the motor is equal to the sum of the engine's required torque and the wheel-side required torque.

[0041] Therefore, the motor simultaneously serves as both the main driving force source and the engine drive source during this stage, driving the engine to gradually increase its speed from a stopped or low-speed state to the first speed threshold.

[0042] Through the aforementioned control method, before the engine is ignited and begins to drive, the electric motor applies a continuous and controllable drag force to the engine while driving the vehicle. This gradually brings the engine speed closer to the first speed threshold before ignition, and initially establishes a pre-matching relationship with the motor speed. Therefore, during the subsequent engine ignition and seamless switching phases, sudden speed changes and torque shocks can be significantly reduced, providing a stable speed and load base for smooth engine engagement, and also accelerating the motor's start-up speed.

[0043] S103. In response to determining that the engine speed has reached a preset first speed threshold, the control motor stops driving the engine and controls the engine to enter the fuel injection ignition state so that when the engine speed reaches the target speed threshold from the first speed threshold, the vehicle is controlled to switch to engine drive mode. The target speed threshold is determined based on the required torque on the wheel side.

[0044] In this step, when the vehicle controller detects that the engine speed has reached the first speed threshold, it determines that the engine has the basic speed conditions for stable ignition. At this time, the controller first applies torque reduction control to the motor, so that the torque of the motor to the engine decreases smoothly from the preset value, avoiding engine speed fluctuations due to sudden release of the drive; when the motor no longer drives the engine, it sends fuel injection and ignition control commands to the engine, so that the engine switches from a passive to a self-driven combustion state.

[0045] It should be noted that during the brief transitional period when the electric motor stops driving the engine and the engine has not yet ignited, although the engine temporarily loses the active driving force from the electric motor and does not ignite itself, the engine still maintains a certain speed. This is because during the previous motor-driven speed-building process, the engine has been accelerated to near the first speed threshold by the electric motor and has inertial rotational characteristics. Therefore, even if the driving torque is released, the engine crankshaft will continue to rotate, providing a stable foundation for subsequent fuel injection ignition and power takeover.

[0046] Furthermore, after the engine is successfully ignited, the engine speed increases continuously from the first speed threshold under the action of combustion torque, and gradually approaches the target speed threshold determined based on the torque demanded by the wheel side. When the engine speed reaches the target speed threshold and its output torque can independently meet the current power demand of the wheel side, the control system determines that the engine has stable driving capability, and then controls the switching from motor drive mode to engine drive mode.

[0047] Optionally, the target speed threshold can be obtained through the mapping relationship between the wheel-side required torque and the engine speed-torque characteristics. Specifically, the vehicle controller can pre-store the output torque curves (or efficiency characteristic diagrams) of the engine at different speeds. When the current wheel-side required torque is obtained, the controller looks up the minimum engine speed range that can meet the required torque in the characteristic curve, and uses the lower limit of the speed range or a preset value within the speed range as the target speed threshold.

[0048] For example, when the required torque at the wheel side is 100 N·m, the engine characteristic curve can determine that the engine can only stably output the torque at a speed of about 1000 r / min or higher. Therefore, a calibrated speed (such as 1300 r / min) at or above 1000 r / min can be set as the target speed threshold.

[0049] Alternatively, the target speed threshold can be calculated based on the wheel-side required torque, current vehicle speed, transmission ratio, and engine load coefficient. That is, the wheel-side required torque is first converted into the engine-side equivalent torque, and then combined with the engine's optimal efficiency speed range or minimum stable output speed to dynamically determine the corresponding target speed threshold, thereby adapting to the drive switching requirements under different operating conditions.

[0050] For example, during the docking process between the engine and the motor, the vehicle controller monitors the matching relationship between the engine output capacity and the torque required by the wheel side in real time, and dynamically adjusts the output torque of the motor so that the driving ratio undertaken by the motor gradually decreases as the engine output capacity increases, thereby forming a torque relay process in which the motor reduces torque and the engine increases torque.

[0051] By introducing a coordinated control mechanism that combines the gradual reduction of motor drive and the gradual increase of engine output during the ignition phase, sudden changes in speed and torque shocks caused by direct switching of power sources can be effectively avoided, thus achieving continuous and smooth power output.

[0052] This embodiment provides a drive mode switching control method, including: in response to determining that the vehicle receives an instruction to switch from motor drive mode to engine drive mode, acquiring the engine speed and wheel-side required torque under the current operating conditions; determining the engine required torque at which the engine speed reaches a preset first speed threshold, and determining a target output torque of the motor based on the engine required torque and the wheel-side required torque, so that the motor drives the wheels and drags the engine; in response to determining that the engine speed reaches the preset first speed threshold, controlling the motor to stop dragging the engine and controlling the engine to enter the fuel injection ignition state, so that when the engine speed reaches the target speed threshold from the first speed threshold, controlling the vehicle to switch to engine drive mode; wherein, the target speed threshold is determined based on the wheel-side required torque. This embodiment introduces a motor to actively drive the engine to a preset speed before engine ignition, allowing the engine to complete initial speed pre-matching before taking over drive. The motor's torque is gradually released before engine ignition, ensuring controlled decoupling of the engine from the powertrain when entering fuel injection and ignition mode, preventing the engine's instantaneous ignition from directly disrupting the wheel-side power output. Simultaneously, a target speed threshold is determined based on the wheel-side torque demand, ensuring the engine speed is smoothly established within a controlled range and coordinated with the motor torque release process, eliminating the impact of power source switching at its source. Furthermore, this method significantly reduces vehicle jerking and hesitation during drive mode switching without requiring additional hardware, improving overall vehicle comfort and system stability through control strategy optimization.

[0053] In some embodiments, determining the engine torque required when the engine speed reaches a preset first speed threshold in step S102, and determining the target output torque of the motor based on the engine torque and the wheel-side torque, includes: Execute multiple rate-increment cycles, each of which includes: S201. Determine the initial engine speed at the beginning of the current growth cycle and the final engine speed that the engine should reach at the end of the current growth cycle.

[0054] In this step, the vehicle controller divides the entire acceleration process into several continuous acceleration cycles based on the current engine speed and the required first speed threshold. The initial engine speed of each cycle is the actual engine speed at the start of that cycle, and the ending engine speed is the desired intermediate speed point that the engine should reach during that cycle.

[0055] By dividing the speed-increasing cycle, the engine can smoothly transition from a stationary or low-speed state to the first speed threshold, avoiding sudden speed changes.

[0056] S202. Determine the engine torque required from the initial engine speed to the final engine speed.

[0057] In this step, the vehicle controller determines the required engine torque for each acceleration cycle based on a pre-trained engine dynamics model. This torque ensures that the engine accelerates at the expected rate during the current cycle phase, while also meeting the vehicle's acceleration or load demands. In other words, the required engine torque must guarantee smooth engine acceleration while also ensuring continuous power delivery to the wheels.

[0058] For example, specific calculations can also be combined with vehicle calibration data, such as engine inertia, engine oil temperature, clutch coupling efficiency, and wheel-side load, to obtain the calibration value of the engine's required torque for the current cycle stage.

[0059] S203. Based on the engine torque demand and the wheel-side torque demand of the current growth cycle, determine the target output torque of the motor corresponding to the current growth cycle.

[0060] In this step, the vehicle controller determines the target output torque of the motor in the current acceleration cycle stage based on the superposition of the engine torque demand and the wheel-side torque demand during the current acceleration cycle. This ensures that the motor can both drive the wheels to meet the vehicle's acceleration or load requirements and drive the engine to achieve the acceleration cycle target.

[0061] By calculating the target output torque of the motor cycle by cycle, the controller can achieve smooth motor drive of the engine and continuous power output to the wheels. At the end of each cycle, the engine reaches the target speed of the current cycle, and the motor gradually adjusts the torque to transition to the next speed-increasing cycle until the engine reaches the first speed threshold.

[0062] For example, it should also be noted that in each acceleration cycle, the target output torque of the motor is equal to the sum of the engine demand torque and the wheel-side demand torque. The wheel-side demand torque remains basically constant throughout the entire acceleration cycle to maintain the stable drive demand of the vehicle under the current driving conditions. The engine demand torque is mainly adjusted according to the cycle stage, thereby causing the target output torque of the motor to increase or decrease synchronously.

[0063] Furthermore, based on the above, optionally, the engine torque demand and wheel-side torque demand for each cycle can be obtained using a lookup table based on calibration. For example, the wheel-side torque demand can be obtained directly from a pre-calibrated two-dimensional MAP table of "pedal opening - driving torque" based on the current accelerator pedal opening signal and the vehicle's real-time speed. This torque value is locked before entering the acceleration cycle and remains unchanged across multiple cycles to ensure stable output of the wheel-side driving force. The engine torque demand is obtained by looking up a table based on the speed difference between the set end engine speed and the actual / initial engine speed for the current cycle, using a preset "speed difference - drag torque" calibration curve. As the cycle progresses, the target speed increases step by step, the speed difference changes, and the corresponding engine torque demand obtained from the lookup table gradually increases or decreases, thereby achieving phased engine acceleration.

[0064] This embodiment, through the aforementioned multi-cycle speed-up mechanism, can smoothly increase the engine speed from a low speed or stopped state to a preset first speed threshold. During this process, the engine is controlled to be driven by the motor, while ensuring continuous power output to the wheel side, thus avoiding sudden speed changes and jerks that occur when the engine is directly connected to the power system.

[0065] In some embodiments, before controlling the engine to enter the fuel injection ignition state in step S103, the method further includes: Update the target output torque of the motor to maintain the vehicle operating at the required torque at the wheel sides.

[0066] In this step, the vehicle controller dynamically adjusts the target output torque of the motor based on the wheel-side torque demand and the engine torque demand under the current operating conditions. This ensures that the target output torque equals the sum of the wheel-side torque demand and the engine torque demand, thereby achieving continuous power supply to the wheels and preventing the target output torque of the motor from exceeding the total demand torque when the engine has not yet disengaged from the towed state. Through gradual motor torque adjustment, the engine can smoothly disengage from the towed state, laying the foundation for subsequent fuel injection ignition and autonomous power output.

[0067] The above design ensures that the vehicle's power continues to match the driver's needs during the transition from electric motor-driven to autonomous ignition, achieving a smooth transition of power source and completely avoiding the transient jerkiness phenomenon in hybrid vehicles.

[0068] More specifically, in some embodiments, updating the target output torque of the motor to maintain the vehicle operating at the wheel-side required torque includes: The engine's required torque is divided into multiple discrete decreasing steps, and multiple deceleration cycles (or exit cycles) are executed based on these discrete decreasing steps. Each deceleration cycle includes: S301. Determine the engine torque requirement for the current deceleration cycle.

[0069] S302. Based on the engine torque demand and the wheel-side torque demand of the current deceleration cycle, determine the target output torque of the motor corresponding to the current deceleration cycle.

[0070] Specifically, the vehicle controller has divided the entire engine torque demand release process into several consecutive deceleration cycles. Each deceleration cycle corresponds to a phase of decreasing engine torque demand, which describes the additional torque required by the motor to drive the engine in addition to driving the wheels during that phase.

[0071] In each cycle, the vehicle controller determines the engine torque requirement for the current stage and incorporates it into the calculation of the motor's target output torque. As the engine torque requirement decreases, the additional torque used by the motor to drive the engine decreases synchronously, thereby reducing the motor's target output torque while still meeting the wheel-side torque requirement and ensuring the continuity of vehicle power.

[0072] As the deceleration cycle progresses step by step, the engine's required torque gradually decreases according to a preset discrete decreasing step size. Based on the updated engine required torque for each cycle, the vehicle controller recalculates the target output torque of the motor in real time, establishing a one-to-one linkage between the motor output and the engine decoupling process. This cycle-by-cycle, continuous updating method avoids sudden changes in wheel-side torque caused by a sudden drop in engine required torque or a lag in motor compensation.

[0073] It should be further explained that the required engine torque can be achieved by adjusting the clutch ratio of the clutch connected to the engine drive, thereby gradually decoupling the engine from the powertrain. When the required engine torque decreases, the vehicle controller synchronously updates the target output torque of the motor to ensure that it is always equal to the sum of the required torque at the wheels and the current required engine torque, thus avoiding a mismatch between the target output torque of the motor and the overall vehicle requirements.

[0074] This embodiment, through the aforementioned deceleration cycle mechanism, enables the engine to gradually and smoothly reduce its torque demand from a high level. Simultaneously, the electric motor compensates for the power output in real time based on the engine's torque demand, ensuring continuous and smooth torque during the power transition process. This effectively avoids vehicle vibration and jerking caused by the engine rapidly releasing its torque demand.

[0075] In some embodiments, after controlling the engine to enter the fuel injection ignition state in S103, the method further includes: In response to determining that the engine speed has reached a second speed threshold, the control motor is operated at the current wheel-side torque demand for a preset buffer time; Wherein, the second speed threshold is greater than the preset first speed threshold and less than the target speed threshold.

[0076] Specifically, this embodiment introduces an ignition stabilization buffer control mechanism to provide transitional isolation and stabilization for the power system during the transient fluctuation phase of engine speed after ignition.

[0077] For example, after the engine completes fuel injection and starts ignition, the vehicle controller continuously collects the engine speed signal and compares it with a second speed threshold (the second speed threshold can be pre-calibrated or determined by mapping the wheel-side torque demand and engine state parameters under the current operating conditions). When the engine speed is detected to reach the second speed threshold, a buffer control phase is triggered.

[0078] The second speed threshold is set to be greater than the first speed threshold and less than the target speed threshold, which is used to characterize the transition phase in which the engine has successfully ignited but has not yet fully entered the stable operating range.

[0079] During this buffer control phase, the vehicle controller keeps the motor running at the current wheel-side torque demand and maintains this state for a preset buffer time. During this period, although the engine is in the acceleration phase after ignition, its torque output does not directly participate in wheel drive.

[0080] After the buffer period ends and the engine speed stabilizes further and approaches the target speed threshold, the controller gradually introduces engine torque to participate in the drive, realizing a smooth switch from motor-driven to engine-driven operation.

[0081] This embodiment introduces a stabilization control mechanism based on a second speed threshold and buffer time after engine ignition. This mechanism can effectively isolate speed fluctuations and torque disturbances during the unstable output process after ignition from the power system when the engine speed is still in the fluctuation range.

[0082] In some embodiments, such as Figure 2 As shown, in step S103, when the engine speed reaches the target speed threshold from the first speed threshold, the vehicle is controlled to switch to engine drive mode, including: S401. In response to determining that the engine speed has reached the target speed threshold, the motor speed under the current operating condition is obtained.

[0083] In this step, the vehicle controller can obtain the real-time speed of the motor through a speed sensor installed on the motor or through a speed signal fed back from the motor controller.

[0084] Since the vehicle is still maintained by the electric motor to maintain the required torque on the wheel side during the engine ignition and acceleration phase, the motor speed can accurately reflect the actual speed state of the wheel side, providing a benchmark reference for subsequent matching of engine and motor speeds.

[0085] S402. In response to determining that the speed difference between the engine speed and the motor speed is greater than a preset speed difference threshold, the engine speed is adjusted based on the motor speed to gradually approach the motor speed.

[0086] In this step, the vehicle controller continuously monitors the difference between the engine speed and the motor speed. When the speed difference is determined to be greater than a preset speed difference threshold, it indicates a significant speed mismatch between the engine and the current power system. Directly transferring power could easily cause a large instantaneous shock. Therefore, the controller enters a speed pre-matching phase, using the motor speed as a reference target to follow and control the engine speed.

[0087] Specifically, the vehicle controller can coordinate and adjust control parameters such as engine fuel injection quantity, ignition advance angle, and throttle opening to smoothly adjust the engine speed according to a preset change slope or target trajectory, thereby gradually approaching the electric motor speed from the current speed. During this process, the engine only establishes its speed and does not directly undertake the driving task, avoiding sudden changes in its speed or impacts on the transmission system.

[0088] By adjusting the speed as described above, the engine and motor can achieve pre-synchronization within a similar speed range, creating the basic conditions for subsequent torque transfer.

[0089] S403. In response to determining that the speed difference between the engine speed and the motor speed is less than or equal to a preset speed difference threshold, the engine is controlled to gradually increase the output torque, and the motor is simultaneously controlled to gradually decrease the output torque until it returns to zero, so that the vehicle can seamlessly switch to engine drive mode while maintaining the torque required at the wheel side.

[0090] In this step, when the vehicle controller detects that the engine and motor speeds are essentially the same, for example, when the speed difference between the engine and motor speeds is less than or equal to the speed difference threshold, the vehicle controller enters the power handover phase. At this time, the engine and motor are in a near-synchronous state, providing the basic conditions for smooth torque switching.

[0091] The controller gradually increases the engine's output torque according to a preset torque transition curve or slope, while simultaneously decreasing the motor's output torque proportionally. This ensures that the combined torque during the transition phase remains consistent with the torque required at the wheels. This coordinated adjustment method, where one increases while the other decreases, guarantees continuous and stable driving force at the wheels, preventing abrupt changes due to power source switching.

[0092] When the motor's output torque gradually decreases to zero and the engine stably bears the entire drive load, the power transition from motor-driven to engine-driven is completed. Because the speed and torque change continuously and smoothly throughout the process, the vehicle experiences no noticeable shocks or jerks, thus achieving a truly seamless transition.

[0093] This embodiment, through the above method, can first achieve speed matching between the engine and the motor after the engine reaches the target speed, and then complete the smooth transition of the power source, avoiding shocks caused by inconsistent speeds or sudden torque changes.

[0094] In some embodiments, S101, prior to determining that the vehicle has received an instruction to switch from electric motor drive mode to engine drive mode, includes: S501. Determine the vehicle battery status.

[0095] In this step, the vehicle controller obtains battery status information from the vehicle battery management system, including relay status, battery insulation status, battery over-temperature status, and battery over-current status, to determine whether the vehicle battery has a non-collision-related fault that requires disconnecting the relay.

[0096] The non-collision faults mentioned may include, but are not limited to: abnormal high-voltage insulation, relay sticking, relay failure to close, battery overheating, battery overvoltage or undervoltage, etc.

[0097] S502. In response to determining that the vehicle battery status is a non-collision type fault requiring the relay to be disconnected, the function of prohibiting vehicle battery charging is activated.

[0098] In this step, the vehicle controller comprehensively assesses the relay status, insulation status, and fault type reported by the battery management system. When a non-collision-related fault requiring relay disconnection is confirmed, the controller determines that the battery no longer meets the conditions for safe charging. Based on this assessment, the controller immediately activates the function to prohibit vehicle battery charging.

[0099] Specifically, the controller stops the regenerative braking charging control of the motor and simultaneously prohibits the engine from feeding energy back to the vehicle battery through the generator or drive motor, thereby cutting off all charging channels to the battery at the system level.

[0100] It should also be noted that the reason for limiting it to "non-collision faults requiring relay disconnection" is that when a collision fault occurs, the vehicle has usually already implemented a high-voltage power-off strategy, eliminating the need for separate control of the charging logic. In non-collision faults, the electrical safety boundary of the battery side is only affected when the fault type involves high-voltage safety risks such as relay malfunction or insulation abnormalities. Continuing regenerative braking or charging in this situation could trigger secondary risks such as arcing and overheating. Furthermore, although a vehicle in a limp-riding condition may experience various faults, including those related to the motor, battery, or power devices, not all faults jeopardize the safety of the high-voltage circuit. Therefore, charging is only prohibited when "relay disconnection is required," thus ensuring safety while avoiding unnecessary energy recovery losses and achieving a balance between safety and availability.

[0101] By employing the above methods, the risk of arcing, overheating, or secondary failures can be avoided by applying charging power to the battery in the event of relay or insulation malfunctions, thus providing a safe prerequisite for subsequent power mode switching.

[0102] S503, in response to determining that the vehicle battery charging prohibition function is activated, a command is issued to the vehicle to switch to engine drive mode and the discharge power of the vehicle battery is limited to a preset discharge threshold.

[0103] In this step, after the charging prohibition function takes effect, the vehicle controller further determines that it is not appropriate to continue using the electric motor as the main power source at present, and then sends a command to the vehicle control system to switch to engine drive mode so that the engine can take over the main driving task of the vehicle.

[0104] At the same time, the controller sends a power limiting command to the motor controller, restricting the vehicle battery's discharge power within a preset discharge threshold, so that the battery only participates in driving or auxiliary power for a short period of time with limited power. By simultaneously introducing the engine as the main power source and limiting the battery's discharge power, the battery can be prevented from continuing to be subjected to large current surges under abnormal conditions, balancing driving continuity and system safety, and achieving a smooth transition and risk control under fault conditions.

[0105] This embodiment, through the above method, can promptly block the charging and discharging path on the battery side when a non-collision fault requiring relay disconnection is detected, preventing energy feedback or high-power discharge from occurring under abnormal relay or insulation conditions, thus avoiding safety risks. At the same time, by limiting the battery discharge power and forcibly switching to engine drive mode, the vehicle can still maintain basic driving capabilities while ensuring safety. This achieves energy safety isolation and stable system operation during power switching, significantly improving the reliability and safety of the entire vehicle under abnormal operating conditions.

[0106] In some embodiments, the engine and the electric motor transmit torque to each other via a clutch, and S101, in response to determining that the vehicle has received an instruction to switch from electric motor drive mode to engine drive mode, includes: S601 sends torque control commands and shift prohibition commands to the vehicle's clutch.

[0107] In this step, the vehicle controller sends torque control commands and gear shift prohibition commands to the clutch control module.

[0108] The torque control command is used to limit the target torque range transmitted by the clutch during engagement, preventing the clutch from being subjected to excessive impact torque instantaneously. The gear shift prohibition command is used to temporarily lock the current gear of the transmission, avoiding gear shifting during power source switching and causing sudden changes in the transmission ratio, thereby affecting the speed matching stability between the engine, motor and clutch.

[0109] S602, in response to determining that the clutch receives a torque control command and a shift prohibition command, controls the clutch to perform hydraulic pre-charging.

[0110] In this step, after confirming that the vehicle controller is currently in the drive mode switching stage, it issues a hydraulic pre-charge command to the clutch actuator. By pre-charging hydraulic oil at a certain pressure into the hydraulic chamber corresponding to the clutch friction plate, the friction plate assembly transitions from a fully disengaged state to a ready state that is close to engagement but has not yet transmitted torque.

[0111] This hydraulic pre-charge process is used to enable the clutch to quickly establish a stable contact pressure when the subsequent engagement command arrives, thereby avoiding sudden torque changes caused by lag in oil pressure establishment or impact engagement.

[0112] S603. In response to determining that the hydraulic precharge has reached a preset threshold, the clutch is controlled to drive the engine and the motor, and the torque is transmitted according to the preset clutch torque ratio.

[0113] In this step, once the hydraulic pre-charge reaches the preset pressure threshold, the vehicle controller controls the clutch to enter the controlled engagement state from the ready state, so that the engine and the electric motor establish a transmission connection in the power system.

[0114] Optionally, the clutch is fully engaged in one go, transmitting torque according to a preset clutch torque ratio.

[0115] Optionally, the clutch does not fully engage all at once, but rather gradually increases the transmittable torque according to a preset clutch torque ratio. This clutch torque ratio can be dynamically adjusted based on engine speed, motor speed, wheel-side torque requirements, and current operating conditions, allowing the clutch to sequentially undergo a gradual process of "slight slippage—partial engagement—full engagement," achieving a smooth torque transfer between the engine and motor. This method avoids rigid shocks and sudden torque changes, improving the smoothness and comfort of the drive mode switching process.

[0116] This embodiment issues torque constraint and shift prohibition commands to the clutch at the initial stage of power mode switching, and cooperates with hydraulic pre-charging. This can stabilize the transmission conditions in advance before the engine and motor establish a transmission connection, avoiding shocks, vibrations or noise caused by instantaneous torque changes, thereby significantly improving the smoothness, reliability and ride comfort of the whole vehicle during the drive mode switching process.

[0117] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0118] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0119] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a drive mode switching control device.

[0120] refer to Figure 3 The drive mode switching control device includes: an acquisition module 701, an analysis module 702, and an execution module 703.

[0121] The acquisition module 701 is configured to: in response to determining that the vehicle has received an instruction to switch from motor drive mode to engine drive mode, acquire the engine speed and wheel-side torque required under the current operating conditions.

[0122] The analysis module 702 is configured to: determine the engine torque required when the engine speed reaches a preset first speed threshold, and determine the target output torque of the motor based on the engine torque and the wheel-side torque, so that the motor drives the wheel and drags the engine to operate.

[0123] The execution module 703 is configured to: in response to determining that the engine speed has reached a preset first speed threshold, control the motor to stop driving the engine and control the engine to enter the fuel injection ignition state, so that when the engine speed reaches the target speed threshold from the first speed threshold, control the vehicle to switch to engine drive mode.

[0124] Furthermore, the acquisition module 701 is also configured to: Determine the vehicle battery status; In response to determining that the vehicle battery status is a non-collision type fault requiring the relay to be disconnected, the function of prohibiting vehicle battery charging is activated; In response to the determination that the vehicle battery charging prohibition function has been activated, a command is issued to the vehicle to switch to engine drive mode and the discharge power of the vehicle battery is limited to a preset discharge threshold.

[0125] Furthermore, the acquisition module 701 is also configured to: Send torque control commands and shift-prohibition commands to the vehicle's clutch; In response to determining that the clutch receives a torque control command and a shift prohibition command, the clutch is controlled to perform hydraulic pre-charging; In response to determining that the hydraulic precharge has reached a preset threshold, the clutch is controlled to drive the engine and the motor, and the torque is transmitted according to the preset clutch torque ratio.

[0126] Furthermore, the analysis module 702 is also configured to: Execute multiple rate-increment cycles, each of which includes: Determine the initial engine speed at the beginning of the current growth cycle and the final engine speed that the engine should reach at the end of the current growth cycle; Determine the engine torque required from the initial engine speed to the final engine speed; Based on the engine torque demand and wheel-side torque demand of the current growth cycle, determine the target output torque of the motor corresponding to the current growth cycle.

[0127] Furthermore, the execution module 703 is also configured to: Update the target output torque of the motor to maintain the vehicle operating at the required torque at the wheel sides.

[0128] Furthermore, the execution module 703 is also configured to: The engine's required torque is divided into multiple discrete decreasing steps, and multiple deceleration cycles are executed based on the multiple discrete decreasing steps, each of the deceleration cycles including: Determine the engine torque requirement for the current deceleration cycle; Based on the engine torque demand and the wheel-side torque demand of the current deceleration cycle, the target output torque of the motor corresponding to the current deceleration cycle is determined.

[0129] Furthermore, the execution module 703 is also configured to: In response to determining that the engine speed has reached a second speed threshold, the control motor is operated at the current wheel-side torque demand for a preset buffer time; Wherein, the second speed threshold is greater than the preset first speed threshold and less than the target speed threshold.

[0130] Furthermore, the execution module 703 is also configured to: In response to determining that the engine speed has reached the target speed threshold, the motor speed under the current operating condition is obtained; In response to determining that the speed difference between the engine speed and the motor speed is greater than a preset speed difference threshold, the engine speed is adjusted based on the motor speed to gradually bring the engine speed closer to the motor speed. In response to determining that the speed difference between the engine speed and the motor speed is less than or equal to a preset speed difference threshold, the engine is controlled to gradually increase its output torque, while the motor is simultaneously controlled to gradually decrease its output torque until it returns to zero, so that the vehicle can seamlessly switch to engine drive mode while maintaining the torque required at the wheel side.

[0131] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0132] The apparatus of the above embodiments is used to implement the corresponding drive mode switching control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0133] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the drive mode switching control method described in any of the above embodiments.

[0134] Figure 4This embodiment illustrates a more specific hardware structure of an electronic device. The device may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0135] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0136] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0137] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0138] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0139] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0140] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0141] The electronic devices described above are used to implement the corresponding drive mode switching control methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0142] Based on the same inventive concept, this application also provides a vehicle including the electronic equipment described above.

[0143] The beneficial effects of this vehicle are the same as those of the electronic equipment in the above embodiments, and will not be repeated here.

[0144] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing the computer to execute the drive mode switching control method as described in any of the above embodiments.

[0145] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0146] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the drive mode switching control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0147] It is understood that before using the technical solutions of the various embodiments in this application, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0148] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations described in this application.

[0149] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0150] It is understood that the above notification and user authorization process is merely illustrative and does not limit the implementation of this application. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this application.

[0151] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0152] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0153] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0154] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A drive mode switching control method, characterized in that, include: In response to determining that the vehicle has received a command to switch from electric motor drive mode to engine drive mode, the engine speed and wheel-side torque demand under the current operating conditions are obtained. Determine the engine torque required when the engine speed reaches a preset first speed threshold, and determine the target output torque of the motor based on the engine torque and the wheel-side torque, so that the motor drives the wheel and drags the engine to operate. In response to determining that the engine speed has reached a preset first speed threshold, the control motor stops driving the engine and controls the engine to enter the fuel injection and ignition state so that when the engine speed reaches the target speed threshold from the first speed threshold, the vehicle is controlled to switch to engine drive mode. The target speed threshold is determined based on the required torque on the wheel side.

2. The drive mode switching control method according to claim 1, characterized in that, The step of determining the engine torque required for the engine speed to reach a preset first speed threshold, and determining the target output torque of the motor based on the engine torque and the wheel-side torque, includes: Execute multiple rate-increment cycles, each of which includes: Determine the initial engine speed at the beginning of the current growth cycle and the final engine speed that the engine should reach at the end of the current growth cycle; Determine the engine torque required from the initial engine speed to the final engine speed; Based on the engine torque demand and wheel-side torque demand of the current growth cycle, determine the target output torque of the motor corresponding to the current growth cycle.

3. The drive mode switching control method according to claim 1, characterized in that, Before the engine is controlled to enter the fuel injection ignition state, the following is also included: Update the target output torque of the motor to maintain the vehicle operating at the required torque at the wheel sides.

4. The drive mode switching control method according to claim 3, characterized in that, The step of updating the target output torque of the motor to maintain the vehicle operating at the wheel-side torque requirement includes: The engine's required torque is divided into multiple discrete decreasing steps, and multiple deceleration cycles are executed based on the multiple discrete decreasing steps, each of the deceleration cycles including: Determine the engine torque requirement for the current deceleration cycle; Based on the engine torque demand and the wheel-side torque demand of the current deceleration cycle, the target output torque of the motor corresponding to the current deceleration cycle is determined.

5. The drive mode switching control method according to claim 1, characterized in that, After controlling the engine to enter the fuel injection ignition state, the method further includes: In response to determining that the engine speed has reached a second speed threshold, the control motor is operated at the current wheel-side torque demand for a preset buffer time; Wherein, the second speed threshold is greater than the preset first speed threshold and less than the target speed threshold.

6. The drive mode switching control method according to claim 1, characterized in that, When the engine speed reaches the target speed threshold from the first speed threshold, the vehicle is controlled to switch to engine drive mode, including: In response to determining that the engine speed has reached the target speed threshold, the motor speed under the current operating condition is obtained; In response to determining that the speed difference between the engine speed and the motor speed is greater than a preset speed difference threshold, the engine speed is adjusted based on the motor speed to gradually bring the engine speed closer to the motor speed. In response to determining that the speed difference between the engine speed and the motor speed is less than or equal to a preset speed difference threshold, the engine is controlled to gradually increase its output torque, while the motor is controlled to gradually decrease its output torque until it returns to zero, so that the vehicle can seamlessly switch to engine drive mode while maintaining the torque required at the wheel side.

7. The drive mode switching control method according to claim 1, characterized in that, The response prior to determining that the vehicle has received an instruction to switch from electric motor drive mode to engine drive mode includes: Determine the vehicle battery status; In response to determining that the vehicle battery status is a non-collision type fault requiring the relay to be disconnected, the function of prohibiting vehicle battery charging is activated; In response to the determination that the vehicle battery charging prohibition function has been activated, a command is issued to the vehicle to switch to engine drive mode and the discharge power of the vehicle battery is limited to a preset discharge threshold.

8. The drive mode switching control method according to claim 1, characterized in that, The engine and electric motor transmit torque to each other via a clutch, and the response after determining that the vehicle has received an instruction to switch from electric motor drive mode to engine drive mode includes: Send torque control commands and shift-prohibition commands to the vehicle's clutch; In response to determining that the clutch receives a torque control command and a shift prohibition command, the clutch is controlled to perform hydraulic pre-charging; In response to determining that the hydraulic precharge has reached a preset threshold, the clutch is controlled to drive the engine and the motor, and the torque is transmitted according to the preset clutch torque ratio.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, include: The electronic device as described in claim 9.

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