Control method of vehicle and vehicle

Abstract

This application discloses a vehicle control method and a vehicle. The method includes: during vehicle operation, responding to a control operation applied to the vehicle and acquiring the vehicle's operating state information under the control operation; based on the operating state information, determining a target driving mode from a set of candidate driving modes, wherein the energy consumed by the target driving mode to drive the vehicle is less than the energy consumed by any other driving mode in the candidate driving mode set; determining a target gear from a set of gears corresponding to the target driving mode, wherein the fit between the target gear and the operating state information is greater than the fit between any other gear and the operating state information; and controlling the vehicle to drive in the target driving mode according to the target gear. This application solves the technical problem of low matching degree between the vehicle's driving mode and the actual vehicle situation.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a vehicle control method and a vehicle. Background Technology

[0002] Currently, vehicle driving modes require manual switching by the driver, relying on subjective experience, which can lead to mismatches between the driving mode and the vehicle's actual needs. For example, mistakenly selecting the Performance (P) driving mode when the vehicle is unloaded results in excessive power and increased energy consumption; while mistakenly selecting the Economy (E) driving mode when fully loaded and climbing a hill results in insufficient power and decreased efficiency. Therefore, the technical issue of low matching between the vehicle's driving mode and its actual operating conditions remains.

[0003] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0004] This application provides a vehicle control method and a vehicle to at least solve the technical problem of low matching degree between the driving mode of the vehicle and the actual situation of the vehicle.

[0005] According to one aspect of the embodiments of this application, a vehicle control method is provided. The method may include: during vehicle operation, in response to a control operation applied to the vehicle, acquiring vehicle operating state information under the control operation; based on the operating state information, determining a target driving mode from a set of candidate driving modes for the vehicle, wherein the energy consumed by the target driving mode to drive the vehicle is less than the energy consumed by any driving mode in the candidate driving mode set other than the target driving mode to drive the vehicle; determining a target gear from a plurality of gears corresponding to the target driving mode, wherein different gears represent different degrees of energy consumption by the vehicle in the target driving mode, and the fit between the target gear and the operating state information is greater than the fit between any gear and the operating state information other than the target gear; and controlling the vehicle to drive in the target driving mode according to the target gear.

[0006] Optionally, during vehicle operation, in response to control operations applied to the vehicle, the vehicle's operating status information under the control operations is obtained, including: during vehicle operation, in response to control operations applied to the vehicle, detecting the vehicle and obtaining detection results, wherein the detection results are used to indicate whether the energy possessed by the vehicle is less than an energy threshold; and based on the detection results, obtaining operating status information.

[0007] Optionally, the operating status information includes the vehicle's weight information, or the operating status information includes weight information and slope information, where the weight information is used to represent the load state borne by the vehicle, and the slope information is used to represent the slope of the road where the vehicle is located. Based on the detection results, the operating status information is obtained, including: in response to the detection results indicating that the energy possessed by the vehicle is less than an energy threshold, obtaining weight information; in response to the detection results indicating that the energy possessed by the vehicle is greater than or equal to the energy threshold, obtaining both weight information and slope information.

[0008] Optionally, the gears include a first gear, a second gear, and a third gear. The first gear is used to make the energy consumed by the vehicle less than that of the second gear, which is less than that of the third gear. The control operation includes throttle information, which indicates the vehicle's acceleration intention. The operating status information includes slope information, which indicates the slope of the road on which the vehicle is traveling. Determining a target gear from multiple gears in the target driving mode includes: determining the first gear as the target gear in response to the vehicle's energy being less than an energy threshold; and determining the target gear from the first, second, and third gears based on the throttle information, slope information, and target driving mode in response to the vehicle's energy being greater than or equal to the energy threshold.

[0009] Optionally, in response to the vehicle's energy being greater than or equal to an energy threshold, and the throttle information, slope information, and target driving mode satisfying the following conditions, the first gear is determined as the target gear: the target driving mode is an economy driving mode, the slope information is less than or equal to a first slope threshold, and the throttle information satisfies a first throttle condition; in response to the vehicle's energy being greater than or equal to an energy threshold, and the throttle information, slope information, and target driving mode satisfying one of the following conditions, the second gear is determined as the target gear: the target driving mode is an economy driving mode, the slope information is less than or equal to a first slope threshold, and the throttle information satisfies a second throttle condition; the target driving mode is an economy driving mode, the slope information is greater than a first slope threshold and less than or equal to a second slope threshold, and the throttle information satisfies either the first throttle condition or the second throttle condition, wherein the intensity of the vehicle's acceleration intention under the second throttle condition is greater than the intensity of the vehicle's acceleration intention under the first throttle condition; the target driving mode is an economy driving mode, the slope information is greater than a second slope threshold, and the throttle information satisfies the first throttle condition.

[0010] Optionally, in response to the vehicle having energy greater than or equal to an energy threshold, and the throttle information, slope information, and target driving mode satisfying one of the following conditions, the third gear is determined as the target gear: the target driving mode is an economy driving mode, and the throttle information satisfies the third throttle condition, wherein the intensity of the vehicle's acceleration intention under the third throttle condition is greater than the intensity of the vehicle's acceleration intention under the second throttle condition; the target driving mode is an economy driving mode, the slope information is greater than the second slope threshold, and the throttle information satisfies the second throttle condition.

[0011] Optionally, the candidate driving mode set includes a power driving mode. In response to the vehicle's energy being greater than or equal to an energy threshold, and the throttle information, slope information, and target driving mode satisfying the following conditions, a first gear is determined as the target gear: the target driving mode is a power driving mode, the slope information is less than or equal to a third slope threshold, and the throttle information satisfies a first throttle condition, wherein the third slope threshold is less than the first slope threshold. In response to the vehicle's energy being greater than or equal to an energy threshold, and the throttle information, slope information, and target driving mode satisfying one of the following conditions, a second gear is determined as the target gear: the target driving mode is a power driving mode. The driving mode is defined as follows: the slope information is greater than the third slope threshold and less than or equal to the second slope threshold, and the throttle information meets the first throttle condition or the second throttle condition; the target driving mode is the power driving mode, the slope information is less than or equal to the third slope threshold, and the throttle information meets the second throttle condition; in response to the vehicle's energy being greater than or equal to the energy threshold, and the throttle information, slope information, and target driving mode meeting one of the following conditions, the third gear is determined as the target gear: the target driving mode is the power driving mode, and the throttle information meets the third throttle condition; the target driving mode is the power driving mode, and the slope information is greater than the second slope threshold.

[0012] Optionally, the candidate driving mode set includes an economy driving mode and a power driving mode. The operating status information includes vehicle weight information and slope information. The weight information is used to represent the load state borne by the vehicle, and the slope information is used to represent the slope of the road where the vehicle is located. The control operation includes throttle information, which is used to represent the vehicle's acceleration intention. Based on the operating status information, a target driving mode is determined from the candidate driving mode set of the vehicle, including: determining the economy driving mode as the target driving mode in response to the ratio between the weight information and the vehicle's rated gross weight being less than a first threshold; determining the target driving mode based on the slope information and throttle information in response to the ratio being greater than or equal to the first threshold and less than a second threshold, wherein the second threshold is greater than the first threshold; and determining the power driving mode as the target driving mode in response to the ratio being greater than or equal to the second threshold.

[0013] Optionally, the candidate driving mode set includes a comfort driving mode. In response to a ratio greater than or equal to a first threshold, a ratio less than a second threshold, and the slope information and throttle information satisfying one of the following conditions, the comfort driving mode is determined as the target driving mode: the slope information is less than or equal to a third slope threshold, and the throttle information satisfies a first throttle condition or a second throttle condition, wherein the intensity of the vehicle's acceleration intention under the second throttle condition is greater than the intensity of the vehicle's acceleration intention under the first throttle condition; the slope information is greater than the third slope threshold and less than or equal to the second slope threshold, wherein the second slope threshold is greater than the third slope threshold; the slope information is greater than the second slope threshold, and the throttle information satisfies the first throttle condition or the second throttle condition.

[0014] According to another aspect of the embodiments of this application, a vehicle control device is also provided. The device may include: an acquisition unit, configured to acquire vehicle operating status information under the control operation in response to a control operation applied to the vehicle during vehicle operation; a first determination unit, configured to determine a target driving mode from a set of candidate driving modes based on the operating status information, wherein the energy consumed by the target driving mode to drive the vehicle is less than the energy consumed by any driving mode in the candidate driving mode set other than the target driving mode; a second determination unit, configured to determine a target gear from a plurality of gears corresponding to the target driving mode, wherein different gears represent different degrees of energy consumption by the vehicle in the target driving mode, and the compatibility between the target gear and the operating status information is greater than the compatibility between any gear other than the target gear and the operating status information; and a control unit, configured to control the vehicle to drive in the target driving mode according to the target gear.

[0015] According to another aspect of the embodiments of this application, a vehicle is also provided. The vehicle may include a memory and a processor. The memory is used to store an executable program. The processor can be used to run the executable program stored in the memory. During the execution of the executable program, the vehicle control method of the embodiments of this application is implemented.

[0016] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided. The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the vehicle control method of the embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a processor is also provided. The processor is used to run a program, wherein the program executes the vehicle control method of the embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program product is also provided. This computer program product includes a computer program that, when executed by a processor, implements the vehicle control method described in the embodiments of this application.

[0019] According to another aspect of the embodiments of this application, an electronic device is also provided. This electronic device may include a memory and a processor. The memory may be used to store an executable program. The processor may be used to run the aforementioned executable program, wherein the executable program executes the vehicle control method of the embodiments of this application described above during execution.

[0020] In this embodiment, if it is necessary to switch the vehicle's driving mode, during vehicle operation, if a control operation is detected, the vehicle's operating status information in response to the control operation can be obtained. From the candidate driving mode set, the target driving mode that minimizes the vehicle's energy consumption can be determined. Furthermore, from multiple gears within the target driving mode, the target gear that minimizes the vehicle's energy consumption can be determined. Thus, the vehicle can be controlled to operate in the target driving mode according to the target gear. In other words, in this embodiment, by acquiring vehicle operating status information and dynamically matching the energy-optimized target driving mode and target gear, adaptive coordination between the driving mode and operating conditions is achieved. Manual switching in related technologies relies on experience and is prone to misjudgment, leading to a disconnect between the driving mode and the requirements. However, this embodiment automatically filters the target driving mode-target gear combination that minimizes energy consumption based on operating status information, ensuring that the selected driving mode matches the vehicle's current operating needs. This effectively solves the technical problem of low matching degree between the driving mode and the actual vehicle situation, achieving the technical effect of improving the matching degree between the driving mode and the actual vehicle situation. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0022] Figure 1 This is a schematic diagram illustrating an application scenario of vehicle control according to an embodiment of this application;

[0023] Figure 2 This is a flowchart of a vehicle control method according to an embodiment of this application;

[0024] Figure 3(a) is a flowchart of a driving mode switching method according to an embodiment of this application;

[0025] Figure 3(b) is a flowchart of another driving mode switching method according to an embodiment of this application;

[0026] Figure 4 This is a schematic diagram of a controller according to an embodiment of this application;

[0027] Figure 5 This is a schematic diagram of a vehicle control device according to an embodiment of this application;

[0028] Figure 6 This is a schematic diagram of a vehicle according to an embodiment of this application. Detailed Implementation

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

[0030] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0031] Figure 1 This is a schematic diagram illustrating a battery charging application scenario in a vehicle according to an embodiment of this application, such as... Figure 1 As shown, the scenario described above may include terminal device 10, network 20, and vehicle 30. Terminal device 10 can be used to acquire control operations performed on the vehicle by a user (e.g., a driver). The terminal device can be a mobile phone, laptop, personal computer, or a vehicle. The control operations can be sent to vehicle 30 via network 20. At this point, vehicle 30 needs to execute steps S102 to S108 to achieve the switching process of the vehicle's driving mode.

[0032] The following steps can be performed by vehicle 30: Step S102, during the vehicle's operation, respond to the control operation applied to the vehicle and obtain the vehicle's operating status information under the control operation; Step S104, based on the operating status information, determine the target driving mode from the candidate driving mode set of the vehicle; Step S106, determine the target gear from the multiple gears corresponding to the target driving mode; Step S108, control the vehicle to drive in the target driving mode according to the target gear.

[0033] In this embodiment, by obtaining vehicle operating status information and dynamically matching the target driving mode and target gear with optimal energy consumption through steps S102 to S108, adaptive coordination between driving mode and operating conditions is achieved. In related technologies, manual switching relies on experience and is prone to misjudgment, leading to a disconnect between driving mode and needs. However, this embodiment automatically selects the target driving mode-target gear combination with the lowest energy consumption based on operating status information, ensuring that the selected driving mode matches the vehicle's current operating requirements. This effectively solves the technical problem of low matching degree between driving mode and actual vehicle conditions, achieving the technical effect of improving the matching degree between driving mode and actual vehicle conditions.

[0034] According to an embodiment of this application, an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0035] Figure 2 This is a flowchart of a vehicle control method according to an embodiment of this application, such as... Figure 2 As shown, the method may include the following steps.

[0036] Step S202: During the vehicle's operation, respond to the control operations applied to the vehicle and obtain the vehicle's operating status information under the control operations.

[0037] In the technical solution provided in step S202 of this application, the control operation can refer to the active input behavior applied to the vehicle by the driver through human-machine interaction devices such as pedals, gear shift levers, steering systems, and terminal equipment during vehicle operation, used to express the driver's driving intentions. The aforementioned control operation can reflect the driver's real-time needs for the vehicle's power, economy, or comfort. For example, the aforementioned control operation may include the accelerator pedal opening and accelerator pedal change rate, and the brake pedal opening and brake pedal change rate. The aforementioned control operation may also include gear shift requests or mode selection commands, etc. The aforementioned control operation can also be referred to as driver operation signals, or data information on driver operation of the vehicle.

[0038] Optionally, operational status information can refer to a set of objective parameters collected in real time under control operations, reflecting the vehicle's current physical operating status. This operational status information may include, but is not limited to: real-time vehicle speed, real-time gradient, total vehicle weight, remaining energy, and powertrain configuration data (e.g., rated torque, maximum design gross weight). This operational status information can be used to characterize the vehicle's objective operating environment and capability boundaries, quantify the vehicle's load, terrain, and energy status, and serve as a basis for assessing the vehicle's energy consumption potential and driving mode adaptability. This operational status information can also be called real-time operational data or real-time vehicle data information. The remaining energy can be the energy currently possessed by the vehicle, such as the state of charge (SOC) or fuel level.

[0039] In this embodiment, if it is necessary to switch the vehicle's driving mode, and if a control operation on the vehicle is detected, the vehicle's operating status information under the control operation can be obtained.

[0040] Optionally, this embodiment aims to construct a dynamic, closed-loop condition perception mechanism by sensing the driver's active input behavior and the vehicle's real-time operational response, providing a precise and real-time data foundation for subsequent intelligent matching of the target driving mode and gear. This process does not rely on manual switching, but rather automatically captures comprehensive information from the "human-vehicle-environment" interaction through the collaboration of sensors and controllers, realizing a shift in driving mode selection from subjective experience to objective data-driven approaches.

[0041] Optionally, control operations can be acquired through the sensor network of the vehicle's human-machine interface. This involves continuously collecting data on the driver's physical actions on the accelerator and brake pedals, including the instantaneous value of the pedal opening and the rate of change of the pedal opening per unit time, i.e., acceleration or deceleration characteristics. This information can reflect the driver's acceleration intention intensity, braking urgency, and operational smoothness. For example, the form of control operations such as gentle pressing, sharp pressing, full power, or sudden pressing can be identified through the combination of pedal opening and rate of change, thereby quantifying the driver's subjective driving style and immediate needs. This information can then be identified as the driver's control operations on the vehicle.

[0042] Optionally, during the acquisition of operational status information, real-time physical quantities provided by various sensors in the vehicle, such as vehicle speed sensors, slope sensors, mass estimation modules, and battery management systems (BMS), can be synchronously read using the vehicle's multi-source sensors and network bus. Real-time physical quantities transmitted via the vehicle's CAN bus can also be acquired. For example, the vehicle speed sensor can acquire the vehicle's real-time speed. The slope sensor can acquire the vehicle's road gradient angle. The mass estimation module can acquire the vehicle's total weight. The BMS can acquire the vehicle's remaining SOC value. The CAN bus can acquire the vehicle's powertrain rated parameters (e.g., maximum torque, rated power). The real-time physical quantities acquired by these multi-source sensors and network bus can be used to determine the vehicle's operational status information. This operational status information can better determine whether the vehicle is in an unloaded, uphill, or low-energy state, and can be used to assess the vehicle's energy consumption potential and its compatibility with driving modes.

[0043] In the embodiments of this application, the above method achieves bidirectional perception of the driver's intention and the vehicle's capabilities by synchronously acquiring control operation and operating status information. This not only overcomes the lag and misjudgment risk of manual switching of driving modes relying on experience in related technologies, but also builds a data-driven, dynamically responsive intelligent decision-making premise, laying the foundation for subsequent accurate matching of energy consumption target driving modes and target gears, and significantly improving the vehicle's energy efficiency and driving adaptability under complex working conditions.

[0044] Step S204: Based on the operating status information, determine the target driving mode from the candidate driving mode set of the vehicle.

[0045] In the technical solution provided by step S204 of this application, the energy consumed by the target driving mode to make the vehicle drive is less than the energy consumed by the driving modes other than the target driving mode in the candidate driving mode set to make the vehicle drive.

[0046] Optionally, the candidate driving mode set can refer to a collection of preset driving modes that can be automatically selected by the vehicle. This candidate driving mode set can be used to characterize the vehicle's operational configuration under different power output characteristics, energy management strategies, and driving response behaviors. The candidate driving modes may include, but are not limited to: E driving mode, Comfort (C) driving mode, and P driving mode. Each driving mode can be further subdivided into multiple gear levels (e.g., LV1, LV2, LV3), forming a total of nine selectable driving modes and gear combinations, such as E-LV1, C-LV3, and P-LV2. These driving modes can achieve differentiated configurations of vehicle driving efficiency by adjusting control parameters such as the vehicle's shift logic, torque response speed, motor / engine distribution ratio, and energy recovery intensity.

[0047] Optionally, the target driving mode can refer to the driving mode that minimizes the overall vehicle energy consumption under current conditions, automatically selected from the candidate driving mode set based on the current vehicle operating status information and through logical calculations. This target driving mode is not subjectively selected by the driver, but rather determined by comprehensively evaluating multi-dimensional parameters such as total weight, gradient, throttle response characteristics, and remaining energy status through operating status information, with the optimization objective of minimizing energy consumption per unit distance. For example, under conditions of no load, gentle slope, high SOC, and steady throttle application, E can be identified as the target driving mode.

[0048] In this embodiment, after obtaining the vehicle's operating status information under control operation, a target driving mode that matches the operating status can be determined from the candidate driving mode set.

[0049] Optionally, the core of this embodiment lies in automatically determining the driving mode with the optimal overall energy consumption performance under the current operating status information from a preset set of candidate driving modes (E, C, P) based on the vehicle's real-time operating status information, and using this as the basis for the instructions executed by the vehicle control system. This process does not rely on driver intervention, but rather achieves a leap from manual selection to intelligent optimal matching of driving modes through the logical coupling of multi-dimensional state parameters and energy efficiency priority judgment. Essentially, it is a dynamic decision-making mechanism aimed at minimizing energy consumption.

[0050] Optionally, the process of determining the target driving mode from the candidate driving mode set can be achieved by constructing a mapping model of operating state-mode adaptability. After obtaining operating state information such as vehicle total weight, road gradient, accelerator pedal dynamic characteristics, and remaining energy state (e.g., SOC), the above operating state information is classified into four dimensions: "load level," "terrain resistance," "driving intention intensity," and "energy sufficiency." Based on preset multi-condition logical judgment rules, candidate modes are screened step by step. For example, when the vehicle is lightly loaded, on a gentle slope, and has sufficient energy, the economy driving mode (E) is prioritized as a candidate; if the load is moderate, the slope is moderate, and the throttle response is mild, the energy consumption potential of the comfort mode (C) is evaluated; if the load is high, the slope is steep, or the throttle is abrupt, the power mode (P) becomes a necessary candidate. The embodiments of this application do not simply match a single condition, but integrate four-dimensional parameters and use defined priority logic, such as "forcefully restrict P mode in low energy state", "disable E mode in overload state", and "prioritize E mode over C mode on gentle slope", to perform energy efficiency simulation and deduction on the three types of E, C and P modes, and finally output the driving mode with the lowest energy consumption per unit distance under the current state as the target driving mode.

[0051] Optionally, the target driving mode can be determined based on a clear energy minimization criterion. Instead of selecting a mode based on subjective preference or historical habits, it is based on a pre-set energy efficiency assessment model. Virtual simulation calculations are performed on the power output curves, motor / engine operating points, and energy recovery efficiency of the E, C, and P modes under the current operating conditions to quantify the equivalent energy consumption per unit mileage. For example, under conditions of half load, a 2% incline, 70% SOC, and gentle throttle application, mode C can reduce transmission system losses due to its more linear torque response, resulting in lower energy consumption than mode E due to inefficient engine operation caused by conservative gear shifting. Mode P, on the other hand, is excluded because excessive power reserve increases energy consumption. The estimated energy consumption of the three modes is ranked, and the one with the lowest value is selected as the target driving mode. This ensures that the selected mode has an indisputable energy efficiency advantage among all candidates, thereby achieving the decision-making goals of "optimal rather than most frequently used" and "energy-saving rather than most aggressive."

[0052] In this embodiment, the method constructs an intelligent screening mechanism with energy consumption as the sole evaluation criterion, enabling the vehicle to automatically select the target driving mode with the lowest energy consumption under the current operating conditions without driver intervention. This mechanism eliminates the lag and misjudgment risks associated with relying on human experience in related technologies, significantly improving the energy utilization efficiency of vehicles under varying road and load conditions. It not only extends driving range and reduces operating costs but also lays the core foundation for the intelligent and green operation of new energy commercial vehicles at the system level.

[0053] Step S206: Determine the target gear from among the multiple gears corresponding to the target driving mode.

[0054] In the technical solution of step S206 of this application, different gears can be used to represent different levels of energy consumption by the vehicle in the target driving mode. The fit between the target gear and the operating status information is greater than the fit between the gears other than the target gear and the operating status information.

[0055] Optionally, a gear can refer to multiple adjustable control levels preset within a selected driving mode (e.g., E, C, or P) to achieve different energy consumption levels and power response characteristics. Each gear is not a physical gear in a traditional mechanical transmission, but rather an intelligent operating strategy dynamically configured by the controller, incorporating parameters such as shift curves, torque output boundaries, energy recovery intensity, motor / engine coordination strategies, and acceleration response speed. For example, E-LV1 can represent the ultimate energy-saving configuration in economy mode, with shift points as early as possible, torque response lag, and maximum energy recovery; E-LV3 can represent a high-efficiency version in economy mode, allowing the engine to operate efficiently in a higher RPM range, reducing the time spent in the inefficient zone, and although the power response is slightly stronger, it is still better than the energy consumption level of C or P mode. The gear system is composed of mode category + level number (e.g., P-LV2), forming nine combinations, constituting an energy efficiency-performance decision grid that covers all operating conditions and can be adjusted in gradients.

[0056] Optionally, the target gear can refer to the unique control configuration that, based on a determined target driving mode (e.g., C), is automatically selected from the available gears under that driving mode, based on multi-parameter dynamic evaluation and energy consumption simulation comparison, taking into account real-time vehicle operating status information (such as gradient change rate, accelerator pedal acceleration, vehicle speed fluctuation amplitude, remaining energy status, braking feedback, etc.), and having the highest adaptability to the current operating conditions and the lowest energy consumption per unit of driving. In this embodiment, the standard for selecting the gear is not the most comfortable or the most powerful, but rather the most energy-efficient and best suited to the current instantaneous demand. For example, when the target driving mode is C, and it is detected that the current situation is a continuous gentle downhill slope with the accelerator opening stable at 5%, the high energy recovery characteristics of C-LV1 will be deemed superior, thus switching the target gear to C-LV1; if the gradient increases sharply and the accelerator change rate rises, it will instantly shift to C-LV3 to avoid additional energy consumption due to insufficient power.

[0057] In this embodiment, after determining the target driving mode from the set of candidate driving modes, the target gear can be determined from the multiple gears corresponding to the target driving mode.

[0058] Optionally, based on the determined target driving mode (e.g., C), this embodiment further selects the single control configuration that best matches the current vehicle operating state and has the lowest energy consumption per unit of driving among the multiple gears corresponding to that driving mode through refined real-time status analysis and energy consumption adaptation assessment; that is, the target gear. This process does not rely on manual intervention but is driven by an embedded multi-dimensional logic judgment model, achieving closed-loop optimization from mode selection to strategy fine-tuning. This is a key link in achieving ultimate energy efficiency control for the entire intelligent driving mode switching system.

[0059] Optionally, the target gear can be determined from multiple gears corresponding to the target driving mode, based on in-depth analysis and dynamic comparison of the vehicle's real-time operating status information. For example, once "C" is locked as the current target driving mode, the controller can activate the corresponding three-gear sub-strategy (C-LV1, C-LV2, C-LV3) under that target driving mode, and call preset control parameter combinations, such as shift speed thresholds, torque output curves, energy recovery ratios, and motor intervention priorities. Dynamic parameters such as the current slope change rate, accelerator pedal change rate, vehicle speed fluctuation amplitude, remaining energy state (e.g., SOC), and braking feedback are continuously collected and analyzed in Δt time windows. The aforementioned dynamic parameters can be input into a preset adaptation evaluation model. This model uses energy consumption per unit distance as the core evaluation index to simulate and extrapolate for each gear. For example, under conditions of gentle slope and flat road with light throttle input, C-LV1 has the lowest estimated energy consumption due to its maximum energy recovery and lowest shift point. When the slope increases slightly and the throttle is slightly increased, C-LV2, although more responsive, still has better overall energy consumption than C-LV3 because it avoids operating in the engine's inefficient range. If the throttle change rate suddenly increases, C-LV3, with its faster torque response and higher power reserve, can avoid being forced to switch to a higher energy consumption mode due to insufficient power, thus reducing overall energy loss. By ranking the predicted energy consumption values ​​of the three gears and selecting the lowest value as the target gear, the adaptation under the current operating conditions is ensured.

[0060] It should be noted that the core of determining the target gear in this application embodiment lies in the dynamic quantification of adaptability, rather than static rule matching. It does not simply switch gears based on a single threshold of gradient or throttle opening, but rather constructs a multi-parameter coupled decision logic. For example, even if the throttle opening is in the "flat" range, if the gradient change rate exceeds the threshold, C-LV1 can be skipped and C-LV3 can be directly entered to prevent excessive energy recovery from causing a decrease in vehicle speed and a surge in energy consumption during subsequent acceleration. Conversely, if the remaining energy is in a high SOC state (E3), the restriction on recovery intensity can be appropriately relaxed, allowing the use of a higher energy consumption but smoother gear (e.g., C-LV2) to improve comfort, provided that its energy consumption is still lower than other gears. This judgment mechanism gives the selection of the target gear strong environmental adaptability, ensuring that in complex scenarios such as urban congestion, gentle mountain slopes, or highway cruising, the most energy-efficient control path can be continuously found under the current state while maintaining driving smoothness.

[0061] In the embodiments of this application, the above method realizes intelligent gear fine-tuning based on real-time status within the target driving mode, thereby upgrading vehicle control from coarse-grained mode to fine-grained strategy optimization, which significantly improves the accuracy of energy utilization and dynamic response capability.

[0062] Step S208: Control the vehicle to drive in the target driving mode according to the target gear.

[0063] In the technical solution of step S208 of this application, after determining the target gear from multiple gears corresponding to the target driving mode, the vehicle in the target driving mode can be controlled to drive according to the target gear.

[0064] Optionally, controlling vehicle movement according to the target gear is achieved by the controller reading the complete set of control parameters bound to the target gear and mapping it to each execution unit of the vehicle. When "E-LV3" is determined as the target gear, the vehicle controller can load a complete set of preset strategy parameters corresponding to that gear. These preset strategy parameters may include, but are not limited to: the torque output curve boundary of the drive motor, the shift speed point of the transmission, the engine start-stop logic threshold, the energy recovery intensity level, and the power system response delay compensation coefficient. For example, in E-LV3 mode, the controller can set the shift point in a speed range slightly higher than that of the traditional E mode, so that the engine can operate in the most efficient range as much as possible, while appropriately reducing the torque response speed to smooth the acceleration process and avoid energy waste; during downhill driving, the energy recovery intensity will be automatically increased to over 90%, and the traction output will be actively reduced, so that the vehicle reduces kinetic energy loss through "light coasting + forced regeneration"; and when starting on a slope, the controller will anticipate and appropriately increase the initial output of the motor to prevent "lugging" due to insufficient power, thereby reducing the cumulative energy consumption caused by multiple inefficient starts. These parameters are not fixed, but are finely adjusted based on real-time vehicle speed, gradient fluctuations, and throttle dynamics to ensure that the control behavior always fits the current operating conditions and that the execution process is both precise and smooth.

[0065] Optionally, during control execution, a closed-loop feedback mechanism continuously verifies the effectiveness of the target gear's adaptation, achieving dynamic optimization. The controller not only sends commands unilaterally but also continuously collects feedback data such as the motor's actual output power, battery charging and discharging current, transmission system temperature rise, and wheel-end slip ratio, comparing it with preset targets. If it detects that while the current gear is theoretically optimal, sudden changes in slope or decreased road adhesion cause the system to frequently trigger protection mechanisms (such as torque limiting and energy recovery cutoff), the controller will immediately trigger a fine-tuning evaluation process. Without changing the target driving mode, the energy consumption adaptation is reassessed within the three gears of that mode. If other gears (such as E-LV2) are found to have lower energy consumption under the current instantaneous conditions, the system automatically switches to the better gear, ensuring the control strategy is always in a globally optimal state. This execution-feedback-reassessment closed-loop mechanism enables the system to have anti-interference capabilities and environmental adaptability, avoiding mismatches or response lags caused by parameter fixation in related technologies, truly realizing intelligent control.

[0066] In this embodiment, the method transforms the target gear position into an executable, feedback-enabled, and optimizable vehicle control behavior, representing the final step in completing the closed-loop process from decision-making to execution. This is reflected not only in a substantial reduction in vehicle energy consumption, extended battery life, and reduced operating costs, but also in the creation of a seamless, energy-efficient driving experience. The driver does not need to perceive mode switching, yet the vehicle always responds to their operational intentions in the most energy-efficient manner. This mechanism completely eliminates energy waste caused by human error and delayed response, enabling new energy commercial vehicles to operate at optimal energy efficiency in complex and ever-changing logistics scenarios.

[0067] In steps S202 to S208 of this application, if it is necessary to switch the vehicle's driving mode, during vehicle operation, if a control operation is detected, the vehicle's operating status information in response to the control operation can be obtained. From the candidate driving modes set, the target driving mode that minimizes the vehicle's energy consumption can be determined. Furthermore, from the multiple gears of the target driving mode, the target gear that minimizes the vehicle's energy consumption can be determined. Thus, the vehicle's operation in the target driving mode can be controlled according to the target gear. In other words, in this embodiment, by obtaining vehicle operating status information and dynamically matching the energy-optimized target driving mode and target gear, adaptive coordination between the driving mode and operating conditions is achieved. Manual switching in related technologies relies on experience and is prone to misjudgment leading to a disconnect between the driving mode and the requirements; however, this application embodiment automatically filters the target driving mode-target gear combination that minimizes energy consumption based on operating status information, ensuring that the selected driving mode adapts to the vehicle's current operating needs, thereby effectively solving the technical problem of low matching degree between the driving mode and the actual vehicle situation, and achieving the technical effect of improving the matching degree between the driving mode and the actual vehicle situation.

[0068] The method described in this embodiment will be further described below.

[0069] As an optional embodiment, step S202 involves responding to control operations applied to the vehicle during vehicle operation and obtaining the vehicle's operating status information under the control operations. This includes: during vehicle operation, responding to control operations applied to the vehicle, detecting the vehicle and obtaining detection results, wherein the detection results are used to indicate whether the energy possessed by the vehicle is less than an energy threshold; and obtaining operating status information based on the detection results.

[0070] In this embodiment, during the process of acquiring the vehicle's operating status information under control operations, if a control operation is received from the vehicle, the vehicle can be detected to obtain a detection result. The operating status information can be obtained based on the detection result. Specifically, the detection result can be used to indicate whether the vehicle's energy is less than an energy threshold. If the energy is less than the energy threshold, it indicates that the vehicle is in a low-energy state. If the vehicle's energy is greater than or equal to the energy threshold, it indicates that the vehicle is not in a low-energy state.

[0071] Optionally, the detection result can refer to the logical judgment output generated by the controller in real time after responding to the control operation triggered by the driver or system during vehicle operation, which characterizes the current energy reserve status. The essence of the above detection result can be an energy status label, used to clearly indicate whether the vehicle's current energy sufficiency has entered a preset low-energy critical range. In this embodiment, the core function of the detection result is to serve as a key input for operating status information, determining whether the vehicle is in a low-energy state (corresponding to gear indicator E1), thereby triggering a restrictive adjustment strategy for subsequent driving modes, such as prohibiting the use of the high-energy-consumption P mode, or forcibly entering an energy-saving priority strategy. The generation of the detection result is based on, but is not limited to: the battery state of charge (SOC) of pure electric vehicles, the joint evaluation value of remaining fuel and battery charge of hybrid electric vehicles, and the remaining gas pressure and quantity of CNG or fuel cell vehicles.

[0072] Optionally, the energy threshold can refer to a preset critical reference value based on the vehicle's total designed energy capacity to determine whether the vehicle is in a low-energy state. Essentially, it's a balance point between safety and energy conservation set in the energy management strategy. This energy threshold is not a fixed value, but rather a relative proportion calibrated based on comprehensive factors such as vehicle type, battery capacity, vehicle weight, and typical operating condition energy consumption models. For example, the threshold for pure electric vehicles can be set to 20% of the maximum available energy (i.e., SOC ≤ 20%), at which point low-energy state identification will be triggered. If the energy is higher than this threshold, it is considered a normal state or a high-energy state. Setting the energy threshold serves a dual purpose: first, to prevent the vehicle from experiencing power interruption or system-protective speed limiting due to excessively low energy, ensuring driving safety; second, to guide the system to proactively switch to the lowest energy consumption control strategy when energy is scarce, extending the driving range.

[0073] Optionally, the core of this embodiment lies in proactively triggering real-time detection of the vehicle's energy status in response to control operations on the vehicle, and automatically extracting decision-making-significant operating status information based on the detection results. This process does not rely on the driver's subjective judgment; instead, the controller continuously monitors, automatically triggers, and intelligently judges in the background, ensuring that the system can activate matching energy-saving control logic at any energy level, thereby providing a reliable status basis for the accurate selection of subsequent driving modes.

[0074] Optionally, responding to control operations and detecting the vehicle during operation refers to the controller actively activating the energy status diagnostic program upon receiving any input signal that may affect the vehicle's operating state. These control operations include not only manual button operations by the driver to switch driving modes, but also any interaction with the powertrain system such as starting the vehicle, pressing the accelerator pedal, engaging gears, activating energy recovery functions, and connecting to charging equipment. When any of these control operations is detected, a data acquisition process for the vehicle's energy system can be initiated, utilizing built-in sensors and the vehicle's network interface to obtain real-time energy remaining data. Examples include the battery SOC value for pure electric vehicles, the weighted combination of remaining fuel in the tank and remaining battery charge for hybrid vehicles, the hydrogen pressure and quantity for hydrogen fuel cell vehicles, and the cylinder pressure and cumulative consumption for CNG vehicles. This raw data can be processed using a preset normalization algorithm to calculate the ratio of current energy reserves to the vehicle's maximum design energy capacity, comparing it to a preset energy threshold, and finally outputting a structured detection result. The detection results can be Boolean or hierarchical indicators, clearly indicating whether the vehicle's current energy level is below the energy threshold, i.e., whether the vehicle is in a low-energy state. This detection process is independent of external environment or human input and can be completed by the controller within milliseconds, ensuring immediate and reliable response.

[0075] Optionally, obtaining operational status information based on detection results means using the aforementioned detection results as key inputs and mapping them to standardized state variables that can be recognized by the system decision-making layer. Instead of directly using the raw energy values, the detection results can be transformed into semantically meaningful "energy status identifiers," such as "E1" (low energy), "E2" (normal energy), or "E3" (high energy), serving as a core component of the operational status information. For example, when the detection result is "energy less than the threshold," the current state is identified as "E1," and this E1 is used as a hard constraint condition for the subsequent driving mode determination module. At this time, even with a gentle slope and light throttle input, the system will prohibit the selection of high-energy consumption modes such as P-LV2 or P-LV3, allowing only low-power gears in E or C modes to operate. Conversely, if the detection result is "energy not lower than the threshold," the system will enter the normal decision-making process, allowing free selection of any mode and gear among E, C, and P based on dynamic parameters such as slope and throttle input. The key to the above method lies in realizing the transformation from data to judgment to semantic state, which transforms the originally abstract power value into a control context that can be understood by the logic engine, thereby opening up the complete chain from energy perception to strategy generation.

[0076] In the embodiments of this application, the above method constructs an active, closed-loop energy sensing mechanism through a three-level linkage of operation triggering, real-time detection, and state mapping, which significantly improves the system's response sensitivity and decision-making accuracy to energy-constrained environments.

[0077] As an optional embodiment, the operating status information includes vehicle weight information, or the operating status information includes weight information and slope information, where weight information is used to represent the load state borne by the vehicle, and slope information is used to represent the slope of the road where the vehicle is located. Based on the detection results, the operating status information is obtained, including: in response to the detection results indicating that the energy possessed by the vehicle is less than an energy threshold, obtaining weight information; in response to the detection results indicating that the energy possessed by the vehicle is greater than or equal to the energy threshold, obtaining weight information and slope information.

[0078] In this embodiment, during the process of acquiring operating status information based on detection results, if the detection result indicates that the vehicle's energy is less than the energy threshold, weight information can be acquired. If the detection result indicates that the vehicle's energy is greater than or equal to the energy threshold, weight information and slope information can be acquired. The aforementioned weight information refers to structured data extracted and tagged to characterize the impact of the vehicle's current total mass on power demand and energy consumption. Essentially, it maps the ratio of the vehicle's real-time total weight to its maximum design total mass to a total weight status identifier with control semantics (e.g., W0, W0.5, W1, W1+), used to quantify the contribution of the vehicle's load to the energy consumption of the drive system. The aforementioned weight information does not directly use absolute weight values, but is discretized according to preset grading rules. For example, a total weight percentage < 0.55 is considered unloaded (W0), 0.55–0.8 is half-loaded (W0.5), 0.8–1.15 is fully loaded (W1), and ≥ 1.15 is overloaded (W1+), thus forming a clear operating condition classification in the control logic.

[0079] Optionally, the aforementioned slope information may refer to slope status identifiers (e.g., PD, P0, P1, P2, P3) extracted to characterize the impact of the longitudinal inclination of the road on the dynamic balance of driving and braking energy, and is used to quantify the decisive role of terrain on the direction of energy flow and the intensity of demand. The aforementioned slope information is calculated based on real-time slope sensors or elevation changes, and is divided into five categories through preset thresholds: downhill (PD, slope < -2.5%), flat road (P0, -2.5% to 2.5%), gentle uphill (P1, 2.5% to 5%), uphill (P2, 5% to 10%), and steep uphill (P3, > 10%).

[0080] Optionally, this embodiment can dynamically adjust the adaptive decision-making mechanism of the status information collection dimensions based on the vehicle's current energy reserve status. The core logic is that the more scarce the energy, the fewer decision variables are required; the more abundant the energy, the more comprehensive the decision dimensions are required. The above process is not simply about increasing or decreasing data collection, but rather about intelligently filtering key influencing factors to minimize the system's computational burden and response latency while ensuring control accuracy. This achieves the dual goals of rapid and conservative decision-making when energy is low and refined and optimized decision-making when energy is high, thus constructing an efficient, reliable, and energy-saving priority operating status perception system.

[0081] Optionally, when the detection results indicate that the vehicle's energy is less than the energy threshold (i.e., in a low-energy state E1), the vehicle's weight information can be obtained instead of the gradient information. This is because in scenarios of extreme energy scarcity, the core objective shifts from "optimal energy efficiency" to "survival assurance," that is, ensuring the vehicle has sufficient power to complete the current journey and avoid breakdowns due to power interruption. At this time, weight information (total vehicle weight) is the primary factor determining energy consumption potential. Regardless of the gradient, fully loaded or overloaded vehicles require significantly higher traction power on any slope, while empty or half-loaded vehicles still have manageable energy demands even on uphill sections. Therefore, the most conservative driving mode strategy can be quickly locked using the total weight indicator (e.g., W0, W0.5, W1, W1+). For example, if the total weight indicator is W0 or W0.5, E-LV1 is directly locked to minimize energy consumption; if it is W1 or W1+, only C-LV1 or P-LV1 is allowed to avoid high-power modes causing rapid energy depletion. If slope information is introduced at this point for complex judgment, it will not only increase unnecessary calculation delays, but may also lead to an overly conservative strategy due to misjudgment (such as mistaking a gentle slope for a steep uphill slope), which will affect driving efficiency.

[0082] Optionally, when the detection results indicate that the vehicle's energy is greater than or equal to the energy threshold (i.e., in a normal or high-energy state E2 / E3), weight and slope information will be acquired simultaneously, forming a complete two-dimensional operating status input. At this point, the vehicle has sufficient energy reserves, and the goal shifts from "maintaining operation" to "optimal energy saving + comfort balance," thus allowing for a comprehensive consideration of two independent but highly coupled energy consumption drivers: load and terrain. Weight information determines the vehicle's basic energy consumption baseline. For example, even when fully loaded on a flat road, the rolling resistance and inertial energy consumption of a fully loaded vehicle are far higher than those of an unloaded vehicle. Slope information, on the other hand, determines the dynamic energy consumption increment; for instance, going uphill requires additional work to overcome gravity, while going downhill allows for the recovery of kinetic energy. Simultaneously acquiring both weight and gradient information allows for precise matching of the optimal combination among nine driving modes. For example, a half-loaded vehicle on a gentle uphill (W0.5 + P1) can be paired with C-LV2 to balance smoothness and efficiency; a fully loaded vehicle on a steep uphill (W1 + P3) can engage P-LV2 or P-LV3 to ensure sufficient power; and an unloaded vehicle on a downhill (W0 + PD) can activate E-LV3 for maximum energy recovery. Relying solely on weight information might lead to the incorrect activation of high-power modes on downhill sections, resulting in energy waste; relying solely on gradient information might lead to the mistaken selection of E-LV1 on flat roads when fully loaded, resulting in sluggish acceleration, frequent gear shifts, and increased energy consumption. Therefore, parallel acquisition of dual-dimensional information is a necessary condition for achieving refined energy management.

[0083] In this embodiment, the above method constructs an efficient, intelligent, and resource-saving operational status perception paradigm through an energy state-driven adaptive adjustment mechanism for information acquisition dimensions. In low-energy states, the system makes the safest decisions with minimal input, significantly shortening response time, reducing controller computing power consumption, and avoiding delays and misjudgments caused by data redundancy. When energy is abundant, it achieves precise strategy matching through complete two-dimensional information, significantly improving energy utilization efficiency, extending driving range, and optimizing the driving experience. This mechanism organically unifies "lightweight decision-making under energy constraints" and "deep optimization under resource abundance" in its overall architecture, enabling the system to handle both emergency situations and complex normal conditions.

[0084] As an optional embodiment, the gears include a first gear, a second gear, and a third gear. The first gear is used to make the energy consumed by the vehicle less than that of the second gear, and the energy consumed by the second gear is less than that of the third gear. The control operation includes throttle information, which indicates the vehicle's acceleration intention. The operating status information includes slope information, which indicates the slope of the road on which the vehicle is traveling. Step S206 involves determining a target gear from the multiple gears of the target driving mode, including: determining the first gear as the target gear in response to the vehicle's energy being less than an energy threshold; and determining the target gear from the first gear, the second gear, and the third gear based on the throttle information, the slope information, and the target driving mode in response to the vehicle's energy being greater than or equal to the energy threshold.

[0085] In this embodiment, during the process of determining the target gear from multiple gears in the target driving mode, if the vehicle's energy is less than the energy threshold, the first gear can be determined as the target gear. If the vehicle's energy is greater than or equal to the energy threshold, the target gear can be determined from the first, second, and third gears. The first gear can refer to the control configuration with the lowest energy consumption and most conservative power response among the three preset sub-gears in the target driving mode; essentially, it is a "fuel-saving baseline mode" forcibly activated in energy-constrained scenarios. When the vehicle is in a low-energy state (i.e., the detection result is E1), the first gear will be directly locked as the selectable target to ensure that the vehicle achieves maximum driving range under limited energy conditions. The second gear can refer to a moderate energy consumption and moderate performance balance configuration between the first and third gears in the target driving mode. Its core function is to achieve comprehensive optimization of "fuel saving, smoothness, and moderate response" based on actual driving intentions and road conditions, provided that energy is sufficient. Compared to the conservative strategy of the first gear, the second gear allows for a moderate increase in torque response speed and shift point, while moderately reducing energy recovery intensity to adapt to the needs of light acceleration or moderate incline driving, while still maintaining strict control over energy consumption. The third gear can refer to the control configuration with the highest energy consumption, most aggressive power response, and most thorough performance release among the three sub-gears in the target driving mode. Essentially, it is a "performance release channel" reserved to cope with high-intensity driving needs. The above gears are applicable to high-energy states (E2 / E3). When the vehicle faces complex conditions such as heavy load, steep uphill climbs, or rapid acceleration, by activating this gear, maximum torque output, fastest response speed, lowest shift delay, and minimum energy recovery suppression can be achieved to ensure that the vehicle has sufficient power to complete challenging tasks and avoid sudden drops in vehicle speed, frequent downshifts in the transmission, or engine overload due to insufficient power.

[0086] Optionally, throttle information can refer to a structured identifier collected and processed to quantify the driver's acceleration intention and used to characterize the dynamic behavior of the accelerator pedal. Essentially, it is a comprehensive evaluation result of the throttle opening and the rate of change of the throttle opening. It is divided into five types of throttle identifiers (TP1 to TPmax) through predefined rules: "gentle pressing", "flat pressing", "rapid pressing", "full power", and "sharp pressing", in order to identify the intensity of the driving behavior intention and the urgency of the response.

[0087] Optionally, the design principle of this embodiment is "the more energy is scarce, the simpler and more conservative the decision-making; the more energy is abundant, the more refined and dynamic the decision-making." The above method differentiates the control strategy through a dual-path approach: in a low-energy state, the system actively abandons complex judgments and forcibly locks the lowest energy-consuming gear to ensure basic driving capability; in a state with abundant energy, the system integrates driver intent (throttle information) and road environment (slope information) to perform three-dimensional collaborative decision-making, precisely matching the optimal power output strategy from the three gears. This mechanism avoids the risk of energy depletion while maximizing driving efficiency and experience when resources permit, achieving an organic unity of "safety first" and "intelligent optimization."

[0088] Optionally, when the vehicle's energy is less than the energy threshold (i.e., in a low-energy state E1), the first gear is set as the target gear, and no other input parameters are considered. The reason for this decision is that the vehicle's energy reserves are approaching the safety threshold. The core objective is no longer "optimal efficiency" or "driving comfort," but rather "survival guarantee," that is, ensuring the vehicle has sufficient power to complete the current journey and avoid breakdowns due to power interruption, frequent torque limiting, or system protective speed reduction. The first gear, as the preset lowest energy consumption configuration, has an extremely simplified control strategy. The shift point is pressed into the lowest RPM range, torque output is limited to the minimum value required to maintain a constant speed, energy recovery is maximized, and the engine is in standby or extremely low-intervention state in hybrid vehicles. At this point, attempting to determine whether to engage the second or third gear based on slope or throttle information would not only increase the system burden due to calculation delays but could also lead to misjudgments (such as mistaking a gentle slope for a flat road) and incorrectly increasing power output, causing rapid energy depletion with irreversible consequences.

[0089] Optionally, when the vehicle's energy is greater than or equal to the energy threshold (i.e., in the normal or high energy state E2 / E3), a refined decision-making stage is entered. This stage integrates throttle information, gradient information, and the target driving mode to dynamically select the optimal target gear from the first, second, and third gears. At this point, the system is no longer limited by the energy conservation principle but enters a dual optimization stage of "energy efficiency balance" and "intent response." Throttle information, as a direct expression of the driver's acceleration intention, is identified through five categories (TP1 to TPmax) to determine whether it is "gentle acceleration," "smooth cruising," or "rapid acceleration for overtaking." Gradient information reveals the impact of road terrain on energy flow, indicating whether energy can be recovered downhill, requires additional power uphill, and is most energy-efficient on flat roads. The system combines and matches these three factors according to a predefined logic matrix (as shown in Table 5).

[0090] For example, in E mode, if the accelerator is pressed gently (TP1) and the slope is flat (P0), E-LV1 (first gear) is selected for the lowest energy consumption cruising; if the accelerator is pressed sharply (TP3) and the slope is gently uphill (P1), it switches to E-LV2 (second gear) to provide sufficient response; if the accelerator is pressed hard (TPmax) and the slope is steep uphill (P3), it jumps directly to E-LV3 (third gear) to ensure uninterrupted power. Similarly, in C or P modes, the same logic applies to gear shifting to ensure that each power output is precisely matched to the actual demand.

[0091] In this embodiment, the method constructs a robust and intelligent gear selection paradigm through a hierarchical decision-making mechanism that combines low-energy forced locking of the first gear with high-energy dynamic optimization of the third gear. When energy is scarce, the simplest path ensures basic operation, completely eliminating range collapse caused by complex judgment errors and significantly improving the reliability of new energy commercial vehicles in remote areas or emergency missions. When energy is sufficient, multi-dimensional linkage between throttle and gradient achieves precise alignment between power output and energy consumption, avoiding waste due to "excess power" or secondary acceleration caused by "response lag," significantly improving energy efficiency per unit mileage and driving smoothness.

[0092] As an optional embodiment, in response to the vehicle having energy greater than or equal to an energy threshold, and the throttle information, slope information, and target driving mode satisfying the following conditions, a first gear is determined as the target gear: the target driving mode is an economy driving mode, the slope information is less than or equal to a first slope threshold, and the throttle information satisfies a first throttle condition; in response to the vehicle having energy greater than or equal to an energy threshold, and the throttle information, slope information, and target driving mode satisfying one of the following conditions, a second gear is determined as the target gear: the target driving mode is an economy driving mode, the slope information is less than or equal to a first slope threshold, and the throttle information satisfies a second throttle condition; the target driving mode is an economy driving mode, the slope information is greater than a first slope threshold and less than or equal to a second slope threshold, and the throttle information satisfies either the first throttle condition or the second throttle condition, wherein the intensity of the vehicle's acceleration intention under the second throttle condition is greater than the intensity of the vehicle's acceleration intention under the first throttle condition; the target driving mode is an economy driving mode, the slope information is greater than a second slope threshold, and the throttle information satisfies the first throttle condition.

[0093] In this embodiment, if the vehicle's energy is greater than or equal to the energy threshold, and the throttle information, slope information, and target driving mode meet the following conditions, the first gear can be determined as the target gear: the target driving mode is the economy driving mode, the slope information is less than or equal to the first slope threshold, and the throttle information meets the first throttle condition. The first slope threshold can refer to a slope threshold set to define "mild terrain impact" and "moderate terrain impact," for example, it can be preset to 5%, used to distinguish whether the road where the vehicle is located has entered a range requiring active improvement in power response. When the actual slope is less than or equal to 5%, it is determined to be "gentle uphill or flat road" (corresponding to slope indicators P0 or P1). At this time, the additional traction work required for vehicle driving is still within the acceptable range of the economy mode, and there is no need to significantly increase power output; a low-energy consumption strategy can be prioritized. However, once the slope exceeds 5%, it is considered that the impact of terrain on energy consumption has entered a range requiring active intervention. The first throttle condition can be a standard for throttle operation set to identify "low-intensity acceleration intentions," specifically manifested as a throttle indicator of TP1 (gentle pressing) or TP2 (flat pressing), meaning the throttle opening is between 0% and 90%, and the throttle pedal change rate is no more than 0.5 or between 0.5 and 2, respectively. This first throttle condition can be used to indicate that the driver only wants to achieve a smooth, gradual increase in speed, or maintain the current speed, without a sudden demand for power. In economy driving mode, the above operation is regarded as a signal of "energy-saving cruise" or "gentle acceleration," suitable for matching the lowest energy consumption gear (such as first gear) or a medium-response gear (such as second gear) to maximize energy utilization.

[0094] Optionally, if the vehicle's energy is greater than or equal to an energy threshold, and the throttle information, gradient information, and target driving mode meet one of the following conditions, the second gear can be determined as the target gear: the target driving mode is an economy driving mode, the gradient information is less than or equal to a first gradient threshold, and the throttle information meets the second throttle condition; or the target driving mode is an economy driving mode, the gradient information is greater than a first gradient threshold and less than or equal to a second gradient threshold, and the throttle information meets either the first or second throttle condition. The aforementioned second throttle condition can refer to a throttle operation standard set to identify medium-to-high intensity acceleration intentions, specifically manifested as a throttle indicator of TP3 (rapid deceleration), meaning the throttle opening is between 0% and 90%, and the throttle pedal change rate is greater than 2. The aforementioned second throttle condition can be used to indicate that the driver is applying a significant acceleration request, intending to quickly increase vehicle speed, and can be used to cope with changes in traffic ahead, merge into the main road, or avoid risks; the intensity of the acceleration intention is higher than the smooth operation represented by the first throttle condition. The aforementioned second gradient threshold can refer to the gradient critical value set to define "moderate uphill" and "severe uphill". For example, it can be preset to 10% to determine whether the current road has entered a range where the conservative limit of the economy mode needs to be exceeded, or even switching to power mode needs to be considered. When the gradient is greater than 5% but not more than 10%, the gradient is classified as "uphill" (P2). At this time, if the accelerator is pressed gently or evenly (TP1 / TP2), the second gear can be used. However, if the accelerator is pressed sharply (TP3), that is, the second throttle condition is entered, and this combination is considered to constitute a "high load + high demand" condition. Even in economy mode, the power output must be increased, so the second gear is selected to ensure basic performance. Once the gradient exceeds 10% (P3), the system determines it to be a "severe uphill". At this time, even if the vehicle is in economy mode, it is necessary to actively avoid the risk of loss of control due to severe power deficiency. Therefore, even if the accelerator is only pressed gently (TP1), the second gear can be switched to ensure sufficient traction.

[0095] As an optional embodiment, in response to the vehicle having energy greater than or equal to an energy threshold, and the throttle information, slope information, and target driving mode satisfying one of the following conditions, the third gear is determined as the target gear: the target driving mode is an economy driving mode, and the throttle information satisfies the third throttle condition, wherein the intensity of the vehicle's acceleration intention under the third throttle condition is greater than the intensity of the vehicle's acceleration intention under the second throttle condition; the target driving mode is an economy driving mode, the slope information is greater than the second slope threshold, and the throttle information satisfies the second throttle condition.

[0096] In this embodiment, if the vehicle's energy is greater than or equal to an energy threshold, and the throttle information, slope information, and target driving mode meet one of the following conditions, the third gear can be determined as the target gear: the target driving mode is an economy driving mode, and the throttle information meets the third throttle condition. The target driving mode is an economy driving mode, the slope information is greater than a second slope threshold, and the throttle information meets the second throttle condition. The third throttle condition can refer to the highest level of throttle operation standard set to identify "high-intensity, high-urgency acceleration intentions," specifically manifested as a throttle indicator of TP4 (full power) or TPmax (aggressive acceleration), meaning the throttle opening exceeds 90% (approaching or reaching 100%), accompanied by a high pedal change rate (TP4 is a change rate ≤ 1, TPmax is a change rate > 1). The aforementioned third throttle condition signifies that the driver has issued a clear "full power request," meaning that the driver's acceleration intention is no longer to accelerate smoothly or cope with a moderate incline, but rather to require the vehicle to release the maximum available torque in the shortest possible time. Typical scenarios may include emergency overtaking, high-speed merging into a main road, quickly overcoming heavy load resistance from a standstill or low speed, or overcoming great inertia when starting on a steep incline.

[0097] As an optional embodiment, the candidate driving mode set includes a power driving mode. In response to the vehicle's energy being greater than or equal to an energy threshold, and the throttle information, slope information, and target driving mode satisfying the following conditions, a first gear is determined as the target gear: the target driving mode is a power driving mode, the slope information is less than or equal to a third slope threshold, and the throttle information satisfies a first throttle condition, wherein the third slope threshold is less than the first slope threshold. In response to the vehicle's energy being greater than or equal to an energy threshold, and the throttle information, slope information, and target driving mode satisfying one of the following conditions, a second gear is determined as the target gear: the target driving mode... The driving mode is a power driving mode, the slope information is greater than the third slope threshold and less than or equal to the second slope threshold, and the throttle information meets the first throttle condition or the second throttle condition; the target driving mode is a power driving mode, the slope information is less than or equal to the third slope threshold, and the throttle information meets the second throttle condition; in response to the vehicle's energy being greater than or equal to the energy threshold, and the throttle information, slope information, and target driving mode meeting one of the following conditions, the third gear is determined as the target gear: the target driving mode is a power driving mode, and the throttle information meets the third throttle condition; the target driving mode is a power driving mode, and the slope information is greater than the second slope threshold.

[0098] In this embodiment, if the energy of the vehicle is greater than or equal to the energy threshold, and the throttle information, slope information and target driving mode meet the following conditions, the first gear can be determined as the target gear: the target driving mode is the power driving mode, the slope information is less than or equal to the third slope threshold, and the throttle information meets the first throttle condition.

[0099] Optionally, in the power driving mode, the first gear can be reserved as the lowest performance configuration, but the activation conditions are extremely stringent. It is only selected as the current target gear when the gradient is less than or equal to the third gradient threshold (e.g., 2%) and the throttle information is the first throttle condition (TP1 or TP2). This scenario represents an extremely stable operating condition of "light load + low acceleration intention," such as when cruising at high speed with a large following distance and the driver maintaining speed with only a slight throttle input, or following another vehicle at low speed on a smooth urban road. In this case, even in power mode, there is no need to output high torque because the vehicle is not facing any performance challenges. Choosing the first gear is not a conservative retreat, but rather a "rational restraint of performance resources." While ensuring the powertrain has full power capability, it maintains stable operation with minimal energy consumption, avoiding unnecessary high-frequency operation of the electric motor / engine and energy waste.

[0100] Optionally, if the vehicle's energy is greater than or equal to an energy threshold, and the throttle information, slope information, and target driving mode meet one of the following conditions, the second gear can be determined as the target gear: the target driving mode is a power driving mode, the slope information is greater than a third slope threshold and less than or equal to a second slope threshold, and the throttle information meets either the first or second throttle condition. Alternatively, the target driving mode is a power driving mode, the slope information is less than or equal to a third slope threshold, and the throttle information meets the second throttle condition.

[0101] Optionally, in the Dynamic Driving Mode, the second gear is the core gear for activating "Active Performance Enhancement." Its triggering conditions include two key scenarios: first, the gradient is between the third and second gradient thresholds (e.g., 2% to 10%), and the throttle is in either the first or second throttle condition (TP1 / TP2 / TP3); second, the gradient is below the third gradient threshold (e.g., ≤2%), but the throttle is in the second throttle condition (TP3, rapid acceleration). The first key scenario can be used to represent a moderate acceleration request encountered by the vehicle on a moderately sloping road, such as maintaining speed with a light touch on the accelerator on a highway incline, or wanting to accelerate on a gentle urban slope. The second key scenario can be used to represent a clear acceleration intention from the driver on a flat road; although there is no terrain resistance, the powertrain must respond quickly to fulfill the promise of "Dynamic Mode." The strategy of the second gear is to moderately increase the shift points, expand the torque output range, optimize the hybrid system's distribution ratio, and reduce the energy recovery intensity to ensure that the power output is both rapid and stable. It's not about pushing the limits, but rather a "controlled burst"—providing more abundant and responsive driving feedback than first gear without triggering the system's limits.

[0102] Optionally, if the energy of the vehicle is greater than or equal to the energy threshold, and the throttle information, slope information, and target driving mode meet one of the following conditions, the third gear can be determined as the target gear: the target driving mode is a power driving mode, and the throttle information meets the third throttle condition; the target driving mode is a power driving mode, and the slope information is greater than the second slope threshold.

[0103] Optionally, in the power driving mode, the third gear is the ultimate outlet for unleashing full performance potential. There are two triggering conditions, but each signifies full power output: First, regardless of the gradient, as long as the throttle information meets the third throttle condition (TP4 or TPmax), meaning the driver has depressed the throttle to over 90% and is making a rapid operation, the system determines it as a "full power request." At this point, regardless of whether the slope is flat or uphill, the third gear must be activated to ensure zero-delay torque response and maximized power output. Second, regardless of the throttle position, as long as the gradient exceeds the second gradient threshold (i.e., >10%, P3 for steep uphill sections), the system considers the current terrain to exceed the normal power compensation capability and must enter a "full-wheel drive + high revs + strong regenerative braking suppression" state to ensure the vehicle has sufficient traction to complete the climbing task and avoid stalling or jerking. The control strategy for the third gear includes: full engine power engagement, peak motor assistance, shift point delayed to the highest RPM range, complete disabling of energy recovery, and the differential and transmission system entering a high-torque collaborative mode.

[0104] As an optional embodiment, the candidate driving mode set includes an economy driving mode and a power driving mode. The operating status information includes vehicle weight information and slope information. The weight information is used to represent the load state borne by the vehicle, and the slope information is used to represent the slope of the road where the vehicle is located. The control operation includes throttle information, which is used to represent the vehicle's acceleration intention. Step S204, based on the operating status information, determines a target driving mode from the vehicle's candidate driving mode set, including: determining the economy driving mode as the target driving mode in response to the ratio between the weight information and the vehicle's rated gross weight being less than a first threshold; determining the target driving mode based on the slope information and throttle information in response to the ratio being greater than or equal to the first threshold and less than a second threshold, wherein the second threshold is greater than the first threshold; and determining the power driving mode as the target driving mode in response to the ratio being greater than or equal to the second threshold.

[0105] In this embodiment, during the process of determining the target driving mode from the candidate driving mode set based on the vehicle's operating status information, if the ratio between the weight information and the vehicle's rated gross weight is less than a first threshold, the economic driving mode can be determined as the target driving mode. If the ratio is greater than or equal to the first threshold and less than a second threshold, the target driving mode can be determined based on the slope information and throttle information. If the ratio is greater than or equal to the second threshold, the power driving mode can be determined as the target driving mode. The rated gross weight can refer to the maximum permissible total vehicle weight determined by the manufacturer during the design phase based on comprehensive factors such as structural strength, powertrain capability, braking performance, tire load limits, and safety regulations. This rated gross weight can also be called the maximum design gross weight. The rated gross weight is not the vehicle's empty weight, but rather the upper limit of the sum of all loads, including the vehicle's own weight, driver, passengers, cargo, fuel / electric power, and auxiliary equipment; it represents the physical boundary for safe vehicle operation. The aforementioned first threshold can refer to the key dividing point used to distinguish between "light load conditions" and "medium-heavy load conditions." For example, the first threshold can be set to 0.8 (i.e., the actual total weight of the vehicle accounts for 80% of the rated total mass). When the ratio between the vehicle's total weight and the rated total mass is less than 0.8, it is determined that the current load is relatively light, the vehicle's inertia is small, the rolling resistance is low, and the power demand is moderate. Even if the gradient or throttle intention changes slightly, the low-power strategy in the economy driving mode can meet the driving needs without having to activate a higher energy consumption power strategy.

[0106] Optionally, the aforementioned second threshold can refer to the dividing point between "normal load" and "high load / overload conditions." This second threshold can be preset to 1.15 (i.e., the vehicle's actual total weight exceeds its rated total mass by 15%), essentially serving as an engineering trigger condition for "forced activation of the power driving mode." When the ratio of the vehicle's total weight to its rated total mass is greater than or equal to 1.15, the vehicle is determined to have entered an "overloaded operating state." At this time, the vehicle's inertia increases significantly, driving resistance surges, braking load intensifies, and the power system operates in a high-load range for an extended period. If the economy mode is maintained, the engine / motor may operate in a low-efficiency zone for extended periods, the transmission may frequently downshift, power response may be sluggish, and overheat protection and system torque limiting may even be triggered, seriously threatening driving safety. Therefore, at the second threshold, a forced switch to power driving mode (P mode) is initiated to activate higher torque output, a more aggressive shifting strategy, and stronger auxiliary power coordination, ensuring the vehicle has sufficient traction and dynamic stability. The setting of the second threshold takes into account both the regulatory tolerance range for load (usually allowing 10% to 15% short-term overload) and the performance margin of the power system under extreme conditions.

[0107] Optionally, this embodiment constructs an intelligent driving mode decision-making process centered on vehicle load and dynamically combining road gradient and driver intent. The core logic is that load determines the basic mode, while gradient and throttle determine the more detailed mode. Based on the ratio of the vehicle's actual load to its rated gross weight, the operating state is divided into three levels: light load, normal load, and overload, defining the basic framework for driving mode selection: light load defaults to economy, overload forces power, and normal load, which falls between the two, enters a dynamic trade-off stage, where gradient and throttle jointly determine the mode. This three-level progressive decision-making structure abandons the crude mode of relying on manual switching by the driver in related technologies, realizing an intelligent leap from "human-controlled mode" to "vehicle-judgment mode." It ensures both energy efficiency under low load and safety performance under high load, and is a key mechanism for the coordinated optimization of energy management and driving control in new energy commercial vehicles.

[0108] Optionally, when the ratio of the vehicle's actual total weight to its rated total mass is less than a first threshold (0.8), the economic driving mode will be unconditionally set as the target driving mode, regardless of slope or throttle information. The rationale behind this decision is that the vehicle load is relatively light, with low overall inertia, low rolling resistance, and moderate power demand. Even under slight slopes or moderate throttle operation, the vehicle in economic mode can still achieve optimal energy efficiency and smooth driving thanks to its low-speed shifting strategy, weak torque response, and strong energy recovery. The system adopts a "default lock" strategy at this stage, essentially based on engineering experience—in scenarios with less than 80% load, the powertrain does not need to engage high-performance mode to meet all normal driving needs. Forcibly activating the power mode would result in unnecessary energy waste due to higher shift points, more aggressive motor output, and weaker energy recovery strategies. Therefore, locking the economic mode at this stage is not conservative, but rather a precise execution of the principle of "minimum resource consumption," ensuring that the vehicle achieves "zero-burden energy saving" in most typical operating conditions such as urban areas and empty logistics.

[0109] Optionally, when the ratio of the vehicle's actual gross weight to its rated gross weight is between the first threshold (0.8) and the second threshold (1.15), the system enters the dynamic decision-making stage. At this point, it no longer relies on a single load index but integrates gradient information and throttle information for a comprehensive judgment. The above stage represents the vehicle being in a "normal full-load" state, where the system must find a balance between energy saving and performance. If the gradient is gentle (e.g., ≤5%) and the throttle is applied gently or smoothly (TP1 / TP2), the system judges it as a "smooth cruising" scenario and maintains the economy mode to continue the energy-saving advantage. However, if the gradient rises to a moderate gradient (e.g., 5%~10%) or the throttle is applied sharply (TP3), the system determines that the current operating condition has exceeded the comfort response boundary of the economy mode and will switch to the power mode to provide faster torque response, higher shift points, and more sufficient traction to prevent problems such as "insufficient power," "jerking during gear shifts," or "acceleration lag." The decision-making logic at this stage embodies the intelligent fusion of "contextual awareness" and "intent response"—the vehicle no longer passively executes preset rules, but actively understands "whether stronger power is truly needed at this moment." This not only improves the continuity of the driving experience, but also avoids the systemic efficiency decline caused by blindly adhering to the economy mode under medium loads, achieving refined control of "saving when necessary and using when appropriate."

[0110] Optionally, when the ratio of the vehicle's actual gross weight to its rated gross weight is greater than or equal to the second threshold (1.15), the target driving mode will be determined without hesitation, regardless of the slope or throttle position. This decision is mandatory and prioritizes safety: at this point, the vehicle is already in an overloaded operating state, with significantly increased inertia, excessive tire load, extended braking distance, and continuous high stress on the powertrain. If the economy mode is still used, the engine or motor will operate in an inefficient range for an extended period, resulting in torque output that cannot match load demands, easily leading to shift shocks, power interruption, thermal overload, or even loss of control. The mandatory activation of the power mode means that the system activates its maximum torque output capability, optimizes the transmission system's coordination strategy, disables excessive energy recovery, and prioritizes system response, ensuring that the vehicle still has sufficient traction and stability under heavy load conditions. The setting of this threshold is essentially the system's automatic identification and protection of the "safety red line," without considering driver intent or assessing energy consumption costs, focusing only on "whether driving safety has been threatened."

[0111] In this embodiment, the above method constructs a scientific, robust, and intelligent automatic driving mode switching system through a three-level progressive mechanism of "load classification - scenario judgment - safety backup". It maximizes energy efficiency and reduces operating costs under light load conditions; achieves "on-demand response" under normal load conditions, avoiding subjective misjudgments and operational delays in mode switching, thus improving driving comfort and system efficiency; and forcibly activates the power mode under overload conditions, fundamentally eliminating safety hazards caused by insufficient power and improving the reliability and compliance of heavy-duty transportation.

[0112] As an optional embodiment, the candidate driving mode set includes a comfort driving mode. In response to a ratio greater than or equal to a first threshold, a ratio less than a second threshold, and slope information and throttle information satisfying one of the following conditions, the comfort driving mode is determined as the target driving mode: the slope information is less than or equal to a third slope threshold, and the throttle information satisfies a first throttle condition or a second throttle condition, wherein the intensity of the vehicle's acceleration intention under the second throttle condition is greater than the intensity of the vehicle's acceleration intention under the first throttle condition; the slope information is greater than the third slope threshold and less than or equal to the second slope threshold, wherein the second slope threshold is greater than the third slope threshold; the slope information is greater than the second slope threshold, and the throttle information satisfies the first throttle condition or the second throttle condition.

[0113] In this embodiment, if the ratio is greater than or equal to a first threshold, less than a second threshold, and the slope information and throttle information satisfy one of the following conditions, the comfort driving mode can be determined as the target driving mode: The slope information is less than or equal to a third slope threshold, and the throttle information satisfies either the first or second throttle condition; the slope information is greater than the third slope threshold and less than or equal to the second slope threshold; or the slope information is greater than the second slope threshold, and the throttle information satisfies either the first or second throttle condition.

[0114] Optionally, when the vehicle load is within the normal range (≥0.8 and <1.15), and the gradient information is less than or equal to the third gradient threshold (i.e., within the flat road P0 or downhill PD range), and the throttle information is the first throttle condition (TP1, gentle pressing) or the second throttle condition (TP2, steady pressing), the system will determine the comfort driving mode as the target mode. This condition corresponds to a typical scenario in urban commuting or highway cruising—the road surface is flat or slightly downhill, and the driver maintains a constant speed or slow acceleration with only gentle and continuous throttle operation, with the intention of "passing smoothly" rather than "overtaking quickly." At this time, although the vehicle has a moderate load, the power demand is not high. If the economy mode is still used, it may cause slight jerking due to shift lag or excessive energy recovery; if the power mode is used, it will cause energy waste and increased noise. The value of Comfort mode at this moment lies in the fact that it moderately relaxes the shift speed limit, reduces the abruptness of torque response, reduces the urgency of energy recovery, and makes the acceleration process as smooth as silk, while keeping the system within the efficient operating range. It is the system's precise response and polite feedback to "gentle driving intentions".

[0115] Optionally, when the vehicle load is within the normal range and the gradient information is greater than the third gradient threshold (i.e., gradient > 2.5%) but less than or equal to the second gradient threshold (i.e., gradient ≤ 10%, corresponding to a gentle uphill slope P1 to P2), the system does not need to rely on throttle information and directly determines the comfort driving mode as the target mode. This situation represents the vehicle experiencing a medium-gradient road section, such as an urban overpass ramp, a rural gentle slope, or a highway incline. At this time, although there is some climbing resistance, the gradient has not yet reached the limit requiring full power output. In such scenarios, if the driver does not press the accelerator hard (i.e., the accelerator is not at TP3 or above), the system judges that the driver's intention is not to pursue performance bursts, but to complete the climb in a stable and controllable manner. The comfort mode is activated at this time, through predictive upshifting, moderate adjustment of the electric motor assist ratio, and optimization of the power output slope, so that the vehicle maintains sufficient traction while avoiding high-speed engine screeching and violent body pitch, thereby maximizing passenger comfort without sacrificing power. This logic breaks through the rigid thinking that "a steep slope equals a need for power" and for the first time acknowledges at the system level that "smoothness" is more important than "explosiveness" on a moderate slope.

[0116] Optionally, when the vehicle load is within the normal range and the gradient information is greater than the second gradient threshold (i.e., gradient > 10%, corresponding to a steep uphill P3), but the throttle information is still in the first or second throttle condition (TP1 or TP2, gentle or steady pressing), the system will still prioritize the comfort driving mode. This is a highly forward-looking judgment—it identifies a contradictory situation of "high gradient + low intention," such as a heavily loaded vehicle slowly starting at the beginning of a long, steep slope, or a driver being hesitant to press the accelerator due to the short distance to the vehicle in front. If the system is forcibly switched to power mode at this time, it will over-respond because the system misjudges "strong demand," resulting in unnecessary torque release and increased energy consumption; if the economy mode is maintained, there may be a risk of lugging or rolling back due to insufficient power. The intervention of comfort mode is a "gentle protection within the safety boundary": without activating maximum power, it automatically increases torque response sensitivity, appropriately extends shift delay, and moderately disables energy recovery to ensure that the vehicle has sufficient crawling ability and anti-rollback performance on steep slopes, while avoiding disrupting the smooth rhythm of the ride due to the system's "anxiety response." This condition demonstrates the system's deep understanding of the "driver's true intentions," rather than making mechanical judgments based solely on terrain or load.

[0117] In this embodiment, the method described above constructs an intelligent decision-making paradigm for the evolution of driving modes in new energy commercial vehicles from a "binary opposition" (economy / power) to a "three-element synergy" (economy / comfort / power). This significantly improves the system's scene recognition capability and human-like response level under normal load conditions.

[0118] The technical solutions of the embodiments of this application will be illustrated below with reference to preferred embodiments.

[0119] Commercial vehicles typically feature drive modes such as E (Economy), C (Comfort), and P (Power), which are selected by the driver according to their needs (using a switch or similar means) to achieve different levels of power and fuel economy. The driver subjectively selects the mode; when unloaded, E mode is usually chosen for optimal fuel economy, while P mode is selected when fully loaded or going uphill to achieve a certain level of power.

[0120] The above switching method requires manual operation by the driver, which requires the driver to have a certain technical skill level. When the driver is not familiar with the vehicle or has insufficient prediction of terrain changes, the selected driving mode often does not match the vehicle's operating status. For example, in the unloaded E mode, encountering a long uphill climb with a steep slope may result in insufficient vehicle power, or when driving in the P mode under full load, encountering a long, gentle downhill section may result in excessive power, excessive coasting braking torque, poor comfort, and high energy consumption.

[0121] The embodiments of this application will be further described below.

[0122] To address the aforementioned issues, this application provides a method, apparatus, and storage medium for switching driving modes, aiming to enable automatic switching of driving modes for new energy commercial vehicles without the need for physical buttons or driver operation, thereby achieving the optimal driving mode adapted to the current vehicle conditions.

[0123] This application provides a method for switching driving modes, which relates to a controller, and the method includes:

[0124] After the vehicle starts, the controller can acquire real-time vehicle data and driver operation data, specifically including vehicle powertrain configuration data (vehicle rated torque, rated power, peak torque, peak power, and maximum design gross weight built into the controller), real-time vehicle speed, real-time gradient, accelerator pedal opening, brake pedal opening, vehicle remaining energy, vehicle gross weight, accelerator pedal change rate, and brake pedal change rate. Remaining energy varies depending on the vehicle's energy type; for pure electric vehicles, it's the remaining electric charge, represented by SOC; for pure gasoline and hybrid vehicles, it's the remaining fuel; for CNG and fuel cell vehicles, it's the remaining gas, and so on.

[0125] The vehicle's total weight can be directly measured by the vehicle's sensors or calculated by a pre-set algorithm model in the controller. The remaining energy state is determined by the pre-set algorithm model, resulting in a low-energy state, normal state, or high-energy state. At least one controller divides the above data into data packets per unit time Δt (which can be customized by the system) for calculating the vehicle's driving mode. At least one controller collects accelerator pedal opening and brake pedal opening data, differentiates them in 0.01-second units to obtain the real-time accelerator pedal change rate and brake pedal change rate, and simultaneously performs an arithmetic average over a unit time Δt to obtain the average accelerator pedal change rate and average brake pedal change rate over that time. At least one controller, based on the total weight, determines the vehicle's total weight state as one of four states: unloaded, half-loaded, fully loaded, or overloaded. At least one controller, based on the total weight state of the previous data packet, real-time gradient, remaining energy state, average accelerator pedal change rate, and average brake pedal change rate, calculates the optimal driving mode matching the current vehicle state. At least one controller adjusts the vehicle's shift points, torque response boundaries, torque response speed, and drive control mode for hybrid vehicles based on the calculated driving mode.

[0126] The driving modes are defined as DrivingMode, which is generally divided into three categories: E, C, and P. Each category is further divided into three levels: LV1, LV2, and LV3, for a total of 9 driving modes, namely E-LV1, E-LV2, E-LV3, C-LV1, C-LV2, C-LV3, P-LV1, P-LV2, and P-LV3.

[0127] Table 1 is a table of gross weight classification identifiers and classification criteria according to an embodiment of this application. As shown in Table 1, gross weight states are defined and classified into empty, half-loaded, fully loaded, and overloaded categories, with classification identifiers and classifications. The four-level vehicle load status classification system used in the intelligent driving mode decision-making system for new energy commercial vehicles aims to transform complex vehicle weight information into a system-identifiable, calculable, and decision-making status label, thereby providing a scientific, stable, and repeatable input basis for the automatic adjustment of control parameters such as driving mode, shifting strategy, and energy recovery intensity. This classification system is not arbitrarily divided, but rather a systematic design based on engineering experience, safety standards, energy efficiency models, and actual operating scenarios. Each level corresponds to specific vehicle dynamic characteristics and control requirements.

[0128] Table 1. A table of total weight classification identifiers and classification criteria.

[0129]

[0130] Table 2 is an energy state classification identifier and classification basis according to an embodiment of this application. As shown in Table 2, the remaining energy state is defined and divided into three levels: low, normal, and high. This energy state classification system divides the vehicle's remaining energy (such as electricity, fuel, and gas) into three levels: low (E1), normal (E2), and high (E3) to dynamically adapt to power output strategies under different operating conditions. When the remaining energy is less than 20% of the maximum capacity, the system determines it to be in a low energy state (E1), prioritizes the activation of energy-saving strategies, limits power output, strengthens energy recovery, and ensures basic range. When the energy is between 20% and 95%, it is in a normal state (E2), and the system flexibly selects economy, comfort, or power modes according to the load and driving intention to achieve a balance between performance and energy efficiency. When the energy is higher than 95%, it enters a high energy state (E3), where the system can actively release more power potential, allowing for more aggressive acceleration response and higher torque output, making full use of surplus energy to enhance the driving experience. This tiered mechanism not only avoids the risk of insufficient power when the battery is low, but also prevents energy from being idle when the battery is high, thus achieving an intelligent closed loop in energy utilization.

[0131] Table 2. Energy State Classification Identifiers and Classification Criteria

[0132]

[0133] Table 3 is a slope state classification identifier and classification basis table according to an embodiment of this application. As shown in Table 3, slope states are defined and divided into 5 levels according to the actual slope. This slope state classification system divides the road slope into five levels (PD, P0, P1, P2, P3) to accurately identify the longitudinal terrain environment in which the vehicle is located, providing key input for driving mode and power strategy. Downhill (PD) refers to a slope below -2.5%, where the system needs to strengthen energy recovery and braking coordination; flat road (P0) is within ±2.5%, which is the most stable operating condition and suitable for energy saving or comfort mode; gentle uphill (P1) is 2.5%–5%, with mild power demand, and comfort mode can be activated for smooth passage; uphill (P2) is 5%–10%, where the system needs to anticipate upshifting and improve torque response to avoid lugging; steep uphill (P3) exceeds 10%, which is a high-load operating condition, and the power mode is forcibly entered to ensure traction and safety. This gradation system is designed based on human perception and vehicle dynamics characteristics. It covers both daily driving scenarios and identifies extreme slope risks, enabling the system to "make decisions based on slope" and achieve precise matching between power output and driving experience, thereby improving energy efficiency and comfort.

[0134] Table 3. Grading Identifiers and Criteria for Slope Conditions

[0135]

[0136] Table 4 is a table of accelerator pedal state classification indicators and classification criteria according to an embodiment of this application. As shown in Table 4, the accelerator pedal states are defined. This accelerator pedal state classification system accurately identifies the intensity of the driver's acceleration intention through the dual dimensions of accelerator opening and rate of change. Gentle pressing (TP1) is gentle and smooth acceleration, suitable for energy-saving or comfort mode; flat pressing (TP2) is a medium acceleration intention, and the system can moderately increase the power response; hard pressing (TP3) is a rapid acceleration demand, triggering the power mode to improve the response speed. Full power (TP4) refers to the accelerator being close to full open but the action is smooth, belonging to a stable high-load cruising intention; hard pressing (TPmax) is the accelerator being fully open and applied instantly, representing a strong overtaking or emergency acceleration demand, and the system will immediately switch to the highest power gear. This gearing system breaks through the traditional crude mode that relies solely on the degree of opening for judgment. It integrates the dual signals of "force" and "speed," enabling the system to distinguish between "gentle driving" and "active acceleration." This allows it to intelligently match the optimal driving mode, ensuring power response while avoiding energy waste or driving discomfort caused by misjudgment of intent, thus achieving refined control of human-vehicle collaboration.

[0137] Table 4. A table of accelerator pedal status classification indicators and classification criteria.

[0138]

[0139] The driving mode determination is based on the following logical operation:

[0140] DrivingMode=”E-LVx”or”C-LVx”or”P-LVx”

[0141] Among them, "E-LVx" or "C-LVx" or "P-LVx" = "Wx"&"Ex"&"Px"&"TPx"

[0142] Table 5 is a table of E-LVx, C-LVx, or P-LVx values ​​according to an embodiment of this application. As shown in Table 5, the values ​​of Wx, Ex, Px, and TPx are as described in Tables 1, 2, 3, and 4 above, and the values ​​of E-LVx, C-LVx, or P-LVx are as follows:

[0143] Table 5. A table of E-LVx, C-LVx, or P-LVx values.

[0144]

[0145] Optionally, at least one controller can automatically determine the driving mode based on the remaining energy, total weight, gradient, and throttle indication of the previous data packet.

[0146] When the remaining energy indicator is E1: Only the total weight indicator is recognized. If the indicator is W0 or W0.5, the driving mode is determined to be E-LV1; if the indicator is W1, the driving mode is determined to be C-LV1; if the indicator is W1+, the driving mode is determined to be P-LV1.

[0147] When the remaining energy indicator is not in state E1, i.e., state E2 or E3, the total weight indicator is determined first. If the total weight indicator is W0 or W0.5, then state E is entered. At this time, if the slope is PD or P0 or P1 and the accelerator pedal is TP1 or TP2, then state E-LV1 is entered; if the slope is PD or P0 or P1 and the accelerator pedal is TP3, or the slope is P2 and the accelerator pedal is TP1 or TP2, then state E-LV2 is entered; if the slope is P2 and the accelerator pedal is TP3 or TR4 or TR5, or the slope is P3 and the accelerator pedal is TP3 or TP4 or TPmax, then state E-LV3 is entered.

[0148] When the remaining energy is marked as a state other than E1, i.e., E2 or E3, if the total weight is marked as W1, then enter state C. At this time, if the slope is PD or P0 and the accelerator pedal is TP1 or TP2, then enter C-LV1; if the slope is PD or P0 and the accelerator pedal is TP3, or the slope is P1 or P2 and the accelerator pedal is TP1 or TP2, then enter C-LV2; if the slope is P1 or P2 and the accelerator pedal is TP3 or TP4 or TPmax, or the slope is PD or P0 and the accelerator pedal is TP3, then enter C-LV3; if the slope is P3 and the accelerator pedal is TP4 or TPmax, then skip state C and enter P-LV1.

[0149] When the remaining energy is marked as a state other than E1, i.e., E2 or E3, if the total weight is marked as W1+, then it enters the P state. At this time, if the slope is PD or P0 and the accelerator pedal is TP1 or TP2, or the slope is P1 or P2 and the accelerator pedal is TP1 or TP2, or the slope is PD or P0 and the accelerator pedal is TP3, then it enters P-LV1. If the slope is P1, P2 or P3 and the accelerator pedal is TP3, then it enters P-LV2. If the slope is P1 or P2 and the accelerator pedal is TP4 or TPmax, or the slope is P3 and the accelerator pedal is TPmax, then it enters P-LV3.

[0150] Figure 3(a) is a flowchart of a driving mode switching method according to an embodiment of the present application. As shown in Figure 3(a), the method may include the following steps.

[0151] Step S301: Is it in a low energy state?

[0152] In this embodiment, if it is determined that the vehicle is in a low-energy state, step S315 can be executed, specifically the driving mode determination process of steps S315 to S317. Conversely, if it is determined that the vehicle is not in a low-energy state, step S302 can be executed, specifically the driving mode determination process of steps S302 to S314.

[0153] Step S302, total weight identifier W0 or W0.5?

[0154] In this embodiment, if the total weight is identified as W0 or W0.5, step S303 can be executed; otherwise, if the total weight is not identified as W0 or W0.5, step S318 can be executed.

[0155] Step S303, slope indication PD or P0 or P1?

[0156] In this embodiment, if the slope indicator satisfies one of PD, P0, or P1, step S304 can be executed; otherwise, step S307 can be executed.

[0157] Step S304, throttle indicator TP1 or TP2?

[0158] In this embodiment, if the throttle indicator satisfies either TP1 or TP2, the driving mode can be determined to be E-LV1. If the throttle indicator does not satisfy TP1 and TP2, step S305 can be executed.

[0159] Step S305, throttle indicator TP3?

[0160] In this embodiment, if the throttle indicator satisfies TP3, the driving mode can be determined to be E-LV2. Conversely, if the throttle indicator does not satisfy TP3, step S306 can be executed.

[0161] Step S306, throttle indicator TP4 or Tpmax?

[0162] In this embodiment, if the throttle indicator satisfies either TP4 or Tpmax, the driving mode can be determined to be E-LV3; otherwise, if the throttle indicator does not satisfy TP4 and Tpmax, the process can return to step S301.

[0163] Step S307, slope indicator P2?

[0164] In this embodiment, if the slope indicator satisfies P2, step S308 can be executed; otherwise, step S311 can be executed.

[0165] Step S308, throttle indicator TP1 or TP2?

[0166] In this embodiment, if the throttle indicator satisfies either TP1 or TP2, the driving mode can be determined to be E-LV2. Conversely, if the throttle indicator does not satisfy TP1 or TP2, step S309 can be executed.

[0167] Step S309, throttle indicator TP3?

[0168] In this embodiment, if the throttle indicator satisfies TP3, the driving mode can be determined to be E-LV2. Conversely, if the throttle indicator does not satisfy TP3, step S310 can be executed.

[0169] Step S310, throttle indicator TP4 or Tpmax?

[0170] In this embodiment, if the throttle indicator satisfies either TP4 or TPmax, the driving mode can be determined to be E-LV3. Conversely, if the throttle indicator does not satisfy TP4 or TPmax, the process can return to step S301.

[0171] Step S311, slope indicator P3?

[0172] In this embodiment, if the slope indicator satisfies P3, step S312 can be executed; otherwise, if the slope indicator does not satisfy P3, the process can return to step S301.

[0173] Step S312, throttle indicator TP1 or TP2?

[0174] In this embodiment, if the throttle indicator satisfies either TP1 or TP2, the driving mode can be determined to be E-LV2; otherwise, if the throttle indicator does not satisfy TP1 and TP2, the process can return to step S313.

[0175] Step S313, throttle indicator TP3?

[0176] In this embodiment, if the throttle indicator satisfies TP3, the driving mode can be determined to be E-LV3; otherwise, if the throttle indicator does not satisfy TP3, step S314 can be executed.

[0177] Step S314, throttle indicator TP4 or Tpmax?

[0178] In this embodiment, if the throttle indicator satisfies either TP4 or Tpmax, the driving mode can be determined to be E-LV3; otherwise, if the throttle indicator does not satisfy TP4 and Tpmax, the process can return to step S301.

[0179] Step S315, total weight identifier W0 or W0.5?

[0180] In this embodiment, if the total weight indicator satisfies either W0 or W0.5, the driving mode can be determined to be E-LV1; otherwise, if the total weight indicator does not satisfy W0 and W0.5, step S316 can be executed.

[0181] Step S316, Total weight identifier W1?

[0182] In this embodiment, if the total weight indicator satisfies W1, the driving mode can be determined to be C-LV1; otherwise, if the total weight indicator satisfies W1, step S317 can be executed.

[0183] Step S317, Total weight identifier W1+?

[0184] In this embodiment, if the total weight indicator meets W1+, the driving mode can be determined to be P-CV1; otherwise, if the total weight indicator does not meet W1+, the process can return to step S301.

[0185] Step S318: Execute the process shown in Figure 3(b).

[0186] In this embodiment, if the total weight identifier does not meet W0 and W0.5, the process can be skipped to steps S319 to S344 as shown in Figure 3(b).

[0187] Figure 3(b) is a flowchart of another driving mode switching method according to an embodiment of the present application. As shown in Figure 3(b), the method may include the following steps:

[0188] Step S319, Total weight identifier W1?

[0189] In this embodiment, if the total weight indicator does not meet W0 and W0.5, it can be further determined whether the total weight indicator meets W1. If the total weight indicator meets W1, step S332 can be executed; otherwise, if the total weight indicator does not meet W1, step S320 can be executed.

[0190] Step S320, Total weight identifier W1+?

[0191] In this embodiment, if the total weight identifier satisfies W1+, then step S321 can be executed; otherwise, the execution can return to step S319 or step S301.

[0192] Step S321, slope indication PD or P0?

[0193] In this embodiment, if the slope indicator satisfies either PD or P0, step S322 can be executed. Conversely, if the slope indicator does not satisfy both PD and P0, step S325 can be executed.

[0194] Step S322, throttle indicator TP1 or TP2?

[0195] In this embodiment, if the throttle indicator satisfies either TP1 or TP2, the driving mode can be determined to be P-LV1. Conversely, if the throttle indicator does not satisfy TP1 and TP2, step S323 can be executed.

[0196] Step S323, throttle indicator TP3?

[0197] In this embodiment, if the throttle indicator satisfies TP3, the driving mode can be determined to be P-LV2. Conversely, if the throttle indicator does not satisfy TP3, step S324 can be executed.

[0198] Step S324, throttle indicator TP4 or Tpmax?

[0199] In this embodiment, if the throttle indicator satisfies either TP4 or Tpmax, the driving mode can be determined to be P-LV3. Conversely, if the throttle indicator does not satisfy both TP4 and Tpmax, the process can return to step S319 or step S301.

[0200] Step S325, slope indicator P1 or P2?

[0201] In this embodiment, if the slope indicator satisfies either P1 or P2, step S326 can be executed; otherwise, if the slope indicator does not satisfy both P1 and P2, step S329 can be executed.

[0202] Step S326, throttle indicator TP1 or TP2?

[0203] In this embodiment, if the throttle indicator satisfies either TP1 or TP2, the driving mode can be determined to be P-LV2. Conversely, if the throttle indicator does not satisfy TP1 and TP2, step S327 can be executed.

[0204] Step S327, throttle indicator TP3?

[0205] In this embodiment, if the throttle indicator TP3 is met, the driving mode can be determined to be P-LV2. Conversely, if the throttle indicator does not meet TP3, step S328 can be executed.

[0206] Step S328, throttle indicator TP4 or Tpmax?

[0207] In this embodiment, if the throttle indicator satisfies either TP4 or Tpmax, the driving mode can be determined to be P-LV3. Conversely, if the throttle indicator does not satisfy both TP4 and Tpmax, the process can return to step S319 or step S301.

[0208] Step S329, slope indicator P3?

[0209] In this embodiment, if the slope indicator satisfies P3, step S330 can be executed. Conversely, if the slope indicator does not satisfy P3, the process can return to step S319 or step S301.

[0210] Step S330, throttle indicator TP1 or TP2?

[0211] In this embodiment, if the throttle indicator satisfies either TP1 or TP2, the driving mode can be determined to be P-LV3. Conversely, if the throttle indicator does not satisfy TP1 and TP2, step S331 can be executed.

[0212] Step S331, throttle indicator TP3?

[0213] In this embodiment, if the throttle indicator satisfies TP3, the driving mode can be determined to be P-LV3. Conversely, if the throttle indicator does not satisfy TP3, step S332 can be executed.

[0214] Step S332, throttle indicator TP4 or Tpmax?

[0215] In this embodiment, if the throttle indicator satisfies either TP4 or Tpmax, the driving mode can be determined to be P-LV3. Conversely, if the throttle indicator does not satisfy both TP4 and Tpmax, the process can return to step S319 or step S301.

[0216] Step S333, slope indicator PD or P0?

[0217] In this embodiment, if the slope indicator satisfies either PD or P0, step S334 can be executed. Conversely, if the slope indicator does not satisfy both PD and P0, step S337 can be executed.

[0218] Step S334, throttle indicator TP1 or TP2?

[0219] In this embodiment, if the throttle indicator satisfies either TP1 or TP2, the driving mode can be determined to be C-LV1. Conversely, if the throttle indicator does not satisfy TP1 and TP2, step S335 can be executed.

[0220] Step S335, throttle indicator TP3?

[0221] In this embodiment, if the throttle indicator satisfies TP3, the driving mode can be determined to be C-LV2. Conversely, if the throttle indicator does not satisfy TP3, step S336 can be executed.

[0222] Step S336, throttle indicator TP4 or Tpmax?

[0223] In this embodiment, if the throttle indicator satisfies either TP4 or Tpmax, the driving mode can be determined to be E-LV3. Conversely, if the throttle indicator does not satisfy TP4 and Tpmax, the process can return to step S319 or step S301.

[0224] Step S337, slope indicator P1 or P2?

[0225] In this embodiment, if the slope indicator satisfies either P1 or P2, step S338 can be executed. Conversely, if the slope indicator does not satisfy both P1 and P2, step S341 can be executed.

[0226] Step S338, throttle indicator TP1 or TP2?

[0227] In this embodiment, if the throttle indicator satisfies either TP1 or TP2, the driving mode can be determined to be C-LV2. Conversely, if the throttle indicator does not satisfy TP1 and TP2, step S339 can be executed.

[0228] Step S339, throttle indicator TP3?

[0229] In this embodiment, if the throttle indicator satisfies TP3, the driving mode can be determined to be C-LV3. Conversely, if the throttle indicator does not satisfy TP3, step S340 can be executed.

[0230] Step S340, throttle indicator TP4 or Tpmax?

[0231] In this embodiment, if the throttle indicator satisfies either TP4 or Tpmax, the driving mode can be determined to be C-LV3. Conversely, if the throttle indicator does not satisfy both TP4 and Tpmax, the process can return to step S319 or step S301.

[0232] Step S341, slope indicator P3?

[0233] In this embodiment, if the slope indicator satisfies P3, step S342 can be executed; otherwise, if the slope indicator does not satisfy P3, the process can return to step S319 or step S301.

[0234] Step S342, throttle indicator TP1 or TP2?

[0235] In this embodiment, if the throttle indicator satisfies either TP1 or TP2, the driving mode can be determined to be C-LV2; otherwise, if the throttle indicator does not satisfy TP1 and TP2, step S343 can be executed.

[0236] Step S343, throttle indicator TP3?

[0237] In this embodiment, if the throttle indicator satisfies TP3, the driving mode can be determined to be C-LV3; otherwise, if the throttle indicator does not satisfy TP3, step S344 can be executed.

[0238] Step S344, throttle indicator TP4 or Tpmax?

[0239] In this embodiment, if the throttle indicator satisfies either TP4 or Tpmax, the driving mode can be determined to be P-LV3. Conversely, if the throttle indicator does not satisfy TP4 and Tpmax, the process can return to step S319 or step S301.

[0240] Figure 4 This is a schematic diagram of a controller according to an embodiment of this application, such as... Figure 4As shown, the controller 400 includes a data acquisition module 401. The controller 400 can acquire real-time driving data through sensors or a vehicle network, including vehicle powertrain configuration data (vehicle rated torque, rated power, peak torque, peak power, and maximum design gross weight built into the controller), real-time vehicle speed, real-time gradient, accelerator pedal opening, brake pedal opening, vehicle remaining energy, vehicle gross weight, accelerator pedal change rate, and brake pedal change rate. The controller 400 includes a data processing module 402. At least one controller can divide the data into data packets at intervals of t1, and calculate the gross weight corresponding to each data packet based on the real-time driving data within the data packets. The controller 400 includes a gross weight status determination module 404. At least one controller can calculate and identify the gross weight status according to a preset algorithm model and Table 1. The controller 400 includes a remaining energy status determination module 403. At least one controller can determine the energy status according to a preset algorithm model and Table 2. The controller includes a gradient data processing module 405. The controller 400 can calculate and identify the gradient status according to a preset algorithm model and Table 3. The controller 400 includes an accelerator pedal signal data processing module 406. Based on a preset algorithm model, the controller 400 calculates and identifies the accelerator pedal opening and rate of change according to Table 4. The controller 400 also includes a driving mode determination module 407. Based on a preset algorithm model, the controller 400 performs logical operations on the total weight status, remaining energy status, slope status, and accelerator pedal status according to Table 5, and identifies nine driving modes. The controller 400 further includes a driving mode execution module 408. Based on the driving mode, the controller 400 executes corresponding control strategies, adjusting the vehicle's shift points, torque response boundaries, torque response speed, and hybrid vehicle drive control modes, etc.

[0241] It should be noted that the embodiments of this application include one method of combining and using driving data, namely, dividing the data into data packets in units of Δt time. Within the framework of determining the driving mode based on total weight, remaining energy state, slope state, and accelerator pedal state, changes to the method of combining and using driving data, without departing from the embodiments of this application, fall within the protection scope of this invention.

[0242] This application's embodiments include four total weight states: empty, half-loaded, fully loaded, and overloaded. Within the framework of determining the driving mode based on total weight, remaining energy state, gradient, and accelerator pedal state, without departing from the scope of this invention, only changes to the combination of driving data and the method of use fall within the protection scope of this invention.

[0243] This application's embodiments include three remaining energy states: low energy state, normal state, and high energy state. Within the framework of determining the driving mode based on total weight, remaining energy state, slope, and accelerator pedal status, without departing from the scope of this invention, only changes to the combination of driving data and the method of use fall within the protection scope of this invention.

[0244] This application's embodiments include five slope states: downhill, flat road, gentle uphill, uphill, and steep uphill. Within the framework of determining the driving mode based on total weight, remaining energy state, slope state, and accelerator pedal state, only the data combination and usage method are changed, which falls within the protection scope of this invention.

[0245] This application's embodiments include five throttle states: gentle pressing, steady pressing, rapid pressing, full power, and hard pressing. Within the framework of this invention's patent, which determines the driving mode based on total weight, remaining energy status, slope, and throttle pedal status, only changes to the data calculation method, combination, and usage method fall within the protection scope of this invention.

[0246] This application includes nine driving modes in its embodiments. Methods that modify the definition of driving modes without departing from the framework of this invention's patent, which determines driving modes based on total weight, remaining energy status, gradient, and accelerator pedal status, fall within the scope of protection of this invention.

[0247] This application's embodiments mention different execution strategies for different driving modes. Adjusting the execution strategies within different driving modes, without departing from the framework of this invention's patent for determining the driving mode based on total weight, remaining energy status, gradient, and accelerator pedal status, falls within the scope of this invention's protection.

[0248] All control parameters involved in the embodiments of this application may have the same or different values. Different control strategies derived from adjusting only the control parameters are within the protection scope of this invention.

[0249] According to an embodiment of this application, a vehicle control device is also provided. It should be noted that this vehicle control device can be used to execute the vehicle control method described in the above embodiments.

[0250] Figure 5 This is a schematic diagram of a vehicle control device according to an embodiment of this application, such as... Figure 5As shown, the vehicle control device 500 may include: an acquisition unit 502, used to acquire vehicle operating status information under control operation in response to control operation applied to the vehicle during vehicle operation; a first determination unit 504, used to determine a target driving mode from a set of candidate driving modes based on the operating status information, wherein the energy consumed by the target driving mode to drive the vehicle is less than the energy consumed by the driving modes other than the target driving mode in the set of candidate driving modes; a second determination unit 506, used to determine a target gear from multiple gears corresponding to the target driving mode, wherein different gears represent different degrees of energy consumption by the vehicle in the target driving mode, and the fit between the target gear and the operating status information is greater than the fit between the gears other than the target gear and the operating status information; and a control unit 508, used to control the vehicle to drive in the target driving mode according to the target gear.

[0251] According to an embodiment of this application, a computer-readable storage medium is also provided, the storage medium including a stored program, wherein the program executes the vehicle control method of the above embodiments.

[0252] According to an embodiment of this application, a processor is also provided for running a program, wherein the program executes the vehicle control method described in the above embodiments.

[0253] According to another aspect of the embodiments of this application, an electronic device is also provided. The electronic device may include a memory and a processor. The memory stores an executable program. The processor can be used to run the program, wherein the program, when running, executes the vehicle control method described in the embodiments of this application.

[0254] Embodiments of this application also provide a computer program product. Optionally, in this embodiment, the computer program product may include a computer program that, when executed by a processor, implements the vehicle control method of the embodiments of this application.

[0255] Figure 6 This is a schematic diagram of a vehicle according to an embodiment of this application, such as... Figure 6 As shown, the vehicle 60 may include a memory 61 and a processor 62. The memory 61 stores an executable program. The processor 62 can run the executable program stored in the memory 61. During the execution of the executable program, the vehicle control method of this application embodiment is implemented.

[0256] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be 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 system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual couplings, direct couplings, or communication connections may be through some interfaces; indirect couplings or communication connections between units or modules may be electrical or other forms.

[0257] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs. 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 units described above can be implemented in hardware or as software functional units.

[0258] 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 computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) 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, ROM, RAM, portable hard drives, magnetic disks, or optical disks.

[0259] The above are merely preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for controlling a vehicle, characterized in that, include: During the vehicle's operation, in response to control operations applied to the vehicle, the vehicle's operating status information under the control operations is acquired. Based on the operating status information, a target driving mode is determined from the candidate driving mode set of the vehicle, wherein the energy consumed by the target driving mode to make the vehicle drive is less than the energy consumed by the driving modes other than the target driving mode in the candidate driving mode set to make the vehicle drive. From the multiple gears corresponding to the target driving mode, a target gear is determined, wherein different gears are used to represent different degrees of energy consumption of the vehicle in the target driving mode, and the compatibility between the target gear and the operating status information is greater than the compatibility between the gears other than the target gear and the operating status information. Control the vehicle to drive in the target driving mode according to the target gear.

2. The method according to claim 1, characterized in that, During the vehicle's operation, in response to control operations applied to the vehicle, the system acquires the vehicle's operating status information under the control operations, including: During the vehicle's operation, in response to control operations applied to the vehicle, the vehicle is detected, and a detection result is obtained. The detection result indicates whether the energy possessed by the vehicle is less than an energy threshold. Based on the detection results, the operating status information is obtained.

3. The method according to claim 2, characterized in that, The operating status information includes the vehicle's weight information, or the operating status information includes the weight information and slope information, wherein the weight information is used to represent the load state borne by the vehicle, and the slope information is used to represent the slope of the road where the vehicle is located. Based on the detection results, the operating status information is obtained, including: In response to the detection result indicating that the energy possessed by the vehicle is less than the energy threshold, the weight information is obtained; In response to the detection result indicating that the energy possessed by the vehicle is greater than or equal to the energy threshold, the weight information and the slope information are acquired.

4. The method according to claim 1, characterized in that, The gears include a first gear, a second gear, and a third gear. The first gear is used to reduce the energy consumption of the vehicle's movement by less than the energy consumption of the second gear, which is less than the energy consumption of the third gear. The control operation includes throttle information, which indicates the vehicle's acceleration intention. The operating status information includes gradient information, which indicates the gradient of the road the vehicle is traveling on. A target gear is determined from the multiple gears of the target driving mode, including: In response to the vehicle having less than an energy threshold, the first gear is determined as the target gear; In response to the vehicle having energy greater than or equal to the energy threshold, the target gear is determined from the first gear, the second gear, and the third gear based on the throttle information, the slope information, and the target driving mode.

5. The method according to claim 4, characterized in that, In response to the vehicle having energy greater than or equal to the energy threshold, and the throttle information, the slope information, and the target driving mode satisfying the following conditions, the first gear is determined as the target gear: The target driving mode is the economy driving mode, the slope information is less than or equal to the first slope threshold, and the throttle information meets the first throttle condition. In response to the vehicle having energy greater than or equal to the energy threshold, and the throttle information, the slope information, and the target driving mode satisfying one of the following conditions, the second gear is determined as the target gear: The target driving mode is the economy driving mode, the slope information is less than or equal to the first slope threshold, and the throttle information meets the second throttle condition, wherein the intensity of the vehicle's acceleration intention under the second throttle condition is greater than the intensity of the vehicle's acceleration intention under the first throttle condition. The target driving mode is the economy driving mode, the slope information is greater than the first slope threshold and less than or equal to the second slope threshold, and the throttle information satisfies the first throttle condition or the second throttle condition. The target driving mode is the economy driving mode, the slope information is greater than the second slope threshold, and the throttle information meets the first throttle condition.

6. The method according to claim 5, characterized in that, In response to the vehicle having energy greater than or equal to the energy threshold, and the throttle information, the slope information, and the target driving mode satisfying one of the following conditions, the third gear is determined as the target gear: The target driving mode is the economy driving mode, and the throttle information satisfies the third throttle condition, wherein the intensity of the vehicle's acceleration intention under the third throttle condition is greater than the intensity of the vehicle's acceleration intention under the second throttle condition. The target driving mode is the economy driving mode, the slope information is greater than the second slope threshold, and the throttle information meets the second throttle condition.

7. The method according to claim 6, characterized in that, The candidate driving mode set includes a power driving mode. In response to the vehicle having energy greater than or equal to the energy threshold, and the throttle information, the slope information, and the target driving mode satisfying the following conditions, the first gear is determined as the target gear: The target driving mode is the power driving mode, the slope information is less than or equal to the third slope threshold, and the throttle information satisfies the first throttle condition, wherein the third slope threshold is less than the first slope threshold. In response to the vehicle having energy greater than or equal to the energy threshold, and the throttle information, the slope information, and the target driving mode satisfying one of the following conditions, the second gear is determined as the target gear: The target driving mode is the power driving mode, the slope information is greater than the third slope threshold, less than or equal to the second slope threshold, and the throttle information satisfies the first throttle condition or the second throttle condition. The target driving mode is the power driving mode, the slope information is less than or equal to the third slope threshold, and the throttle information satisfies the second throttle condition; In response to the vehicle having energy greater than or equal to the energy threshold, and the throttle information, the slope information, and the target driving mode satisfying one of the following conditions, the third gear is determined as the target gear: The target driving mode is the power driving mode, and the throttle information satisfies the third throttle condition; The target driving mode is the power driving mode, and the slope information is greater than the second slope threshold.

8. The method according to claim 1, characterized in that, The candidate driving mode set includes an economy driving mode and a power driving mode. The operating status information includes the vehicle's weight information and gradient information. The weight information indicates the load state borne by the vehicle, and the gradient information indicates the gradient of the road where the vehicle is located. The control operation includes throttle information, which indicates the vehicle's acceleration intention. Based on the operating status information, a target driving mode is determined from the candidate driving mode set of the vehicle, including: In response to the ratio between the weight information and the vehicle's rated gross weight being less than a first threshold, the economic driving mode is determined as the target driving mode; In response to the ratio being greater than or equal to the first threshold and the ratio being less than the second threshold, the target driving mode is determined based on the slope information and the throttle information, wherein the second threshold is greater than the first threshold; In response to the ratio being greater than or equal to the second threshold, the dynamic driving mode is determined as the target driving mode.

9. The method according to claim 8, characterized in that, The candidate driving mode set includes a comfort driving mode. The comfort driving mode is determined as the target driving mode in response to the ratio being greater than or equal to a first threshold, the ratio being less than a second threshold, and the slope information and the throttle information satisfying one of the following conditions: The slope information is less than or equal to the third slope threshold, and the throttle information satisfies the first throttle condition or the second throttle condition, wherein the intensity of the vehicle's acceleration intention under the second throttle condition is greater than the intensity of the vehicle's acceleration intention under the first throttle condition. The slope information is greater than the third slope threshold and less than or equal to the second slope threshold, wherein the second slope threshold is greater than the third slope threshold; The slope information is greater than the second slope threshold, and the throttle information satisfies either the first throttle condition or the second throttle condition.

10. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 9.

Images