A method, apparatus, vehicle and storage medium for controlling mode switching

Abstract

This application provides a method, apparatus, vehicle, and storage medium for controlling mode switching. The method, applied in the field of vehicle technology, includes: when the target operating mode of the vehicle is a target idle speed pure electric four-wheel drive mode and the actual operating mode is a target power split mode, controlling the vehicle to switch from the target power split mode to the target idle speed pure electric four-wheel drive mode; during the switching process, if it is determined that the actual gear position of the vehicle's shift synchronizer is neutral, monitoring whether the vehicle's target operating mode has changed to the target power split mode; if the target operating mode of the vehicle is detected to have changed to the target power split mode, interrupting the switching operation to the target idle speed pure electric four-wheel drive mode and controlling the vehicle to switch from the current state to the target power split mode. This method can shorten the mode switching time and improve the vehicle's power response.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a method, apparatus, vehicle, and storage medium for switching control modes in the field of vehicles. Background Technology

[0002] Hybrid vehicles, with their advantages in environmental protection, energy saving, and meeting different driving needs, combined with policy support and growing market demand, are gradually becoming an important choice in the automotive market and are showing strong development potential.

[0003] Hybrid vehicles include multiple operating modes, such as pure electric rear-wheel drive mode, idle pure electric four-wheel drive mode, power split mode, and series mode. During operation, the vehicle will switch between several modes to meet the vehicle's operating needs.

[0004] In the existing technology, if a vehicle switches modes multiple times in succession, and the switching process involves gear shifting, the mode switching process can take a long time. During the mode switching process, the vehicle cannot output power to the front wheels, resulting in poor power response. Summary of the Invention

[0005] This application provides a method, apparatus, vehicle, and storage medium for controlling mode switching. The method can shorten the switching time of vehicle mode switching and improve vehicle power response.

[0006] Firstly, a method for controlling mode switching is provided. This method includes: when the target operating mode of the vehicle is a target idle speed pure electric four-wheel drive mode, and the actual operating mode is a target power split mode, controlling the vehicle to switch from the target power split mode to the target idle speed pure electric four-wheel drive mode; wherein, in the target idle speed pure electric four-wheel drive mode, the gear position of the vehicle's shift synchronizer is the first gear, and in the target power split mode, the gear position of the shift synchronizer is the second gear, and the first gear and the second gear are different; if it is determined during the switching process that the actual gear position of the vehicle's shift synchronizer is neutral, monitoring whether the vehicle's target operating mode has changed to the target power split mode; if it is detected that the vehicle's target operating mode has changed to the target power split mode, then interrupting the switching to the target idle speed pure electric four-wheel drive mode, and controlling the vehicle to switch from the current state to the target power split mode.

[0007] In the above technical solution, during the process of switching the vehicle from the target power split mode to the target idle speed pure electric four-wheel drive mode, if the actual gear position of the shift synchronizer is neutral, it indicates that the shift synchronizer has started shifting gears. However, the shift synchronizer has not yet completed shifting the gear to the first gear corresponding to the target idle speed pure electric four-wheel drive mode. If it is detected that the vehicle is about to switch back to the target power split mode corresponding to the second gear, the operation of switching to the target idle speed pure electric four-wheel drive mode is interrupted. The vehicle is directly controlled to switch from the current state of the shift synchronizer being in neutral to the target power split mode corresponding to the second gear. The vehicle does not need to switch to the target idle speed pure electric four-wheel drive mode first and then switch from the target idle speed pure electric four-wheel drive mode to the target power split mode. This shortens the switching time of the vehicle mode and reduces the time when the front axle cannot output power to the front wheels of the vehicle. In other words, the front axle can output power to drive the front wheels of the vehicle more quickly, improving the vehicle's power response.

[0008] In conjunction with the first aspect, in some possible implementations, when it is determined during the switching process that the actual gear position of the vehicle's shift synchronizer is neutral, the vehicle's clutch is open, and the actual gear position of the mold-changing synchronizer is pure electric, controlling the vehicle to switch from the current state to the target power split mode includes: controlling the actual gear position of the shift synchronizer to switch from neutral to the second gear; when the actual gear position of the shift synchronizer is the second gear, controlling the actual gear position of the mold-changing synchronizer to switch to the power split gear; and when the actual gear position of the mold-changing synchronizer is switched to the power split gear, controlling the clutch to close so that the vehicle switches to the target power split mode.

[0009] In the above technical solution, the shift synchronizer is controlled to directly switch from neutral to the second gear corresponding to the target power split mode. This reduces the link of the shift synchronizer switching from neutral to the first gear and then back to neutral. By controlling the shift synchronizer to switch from neutral to the second gear, then controlling the shift synchronizer to switch to the power split mode, and then controlling the clutch to close, a logic for switching from gear to the target power split mode is provided. This reduces the gear switching link while ensuring that the vehicle can switch from neutral to the target power split mode.

[0010] In combination with the first aspect and the above implementation methods, in some possible implementation methods, when the actual gear of the mold change synchronizer is switched to the power split gear, controlling the clutch to close includes: when the actual gear of the mold change synchronizer is switched to the power split gear, controlling the front drive motor of the vehicle to rotate based on the actual speed of the vehicle's engine to reduce the speed difference between the two ends of the clutch; and controlling the clutch to close when the speed difference is less than the preset speed difference.

[0011] In the above technical solution, when controlling the clutch to close, the target speed is determined based on the actual speed of the engine to control the rotation of the front drive motor. This can reduce the speed difference between the two ends of the clutch, ensure the safe and smooth closure of the clutch, avoid impact or vibration when the clutch closes, and improve driving comfort and vehicle stability.

[0012] In combination with the first aspect and the above implementation methods, in some possible implementation methods, controlling the actual gear position of the shift synchronizer to switch from neutral to the second gear includes: sending a target gear position request and a shift permission instruction to the TCU, so that the TCU, upon receiving the target gear position request and the shift permission instruction, controls the actual gear position of the shift synchronizer to switch from neutral to the second gear; wherein, the target gear position carried in the target gear position request of the shift synchronizer is the second gear.

[0013] In the above technical solution, when the shift synchronizer is performing gear switching, after the target operating mode changes to the target power split mode, it directly sends a gear request to the TCU carrying the second gear corresponding to the target power split mode. This allows the TCU to control the shift synchronizer to continue performing gear switching while directly completing the shift to the second gear corresponding to the target power split mode, ensuring the logic of the system and avoiding system chaos caused by controlling the mode-changing synchronizer to switch gears before the shift synchronizer has completed the gear switching.

[0014] In combination with the first aspect and the above implementation methods, in some possible implementation methods, when the actual gear position of the shift synchronizer is the second gear position, controlling the actual gear position of the mold-changing synchronizer to switch to the power shunt gear includes: sending a target gear position request of the mold-changing synchronizer to the TCU, so that when the TCU receives the target gear position request of the mold-changing synchronizer and detects that the actual gear position of the shift synchronizer is the second gear position, it controls the actual gear position of the mold-changing synchronizer to switch to the power shunt gear; wherein, the target gear position carried in the target gear position request of the mold-changing synchronizer is the power shunt gear.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the operation of interrupting the switching to the target idle pure electric four-wheel drive mode includes: controlling the shift synchronizer not to perform the action of switching from neutral to first gear.

[0016] In the above technical solution, controlling the shift synchronizer not to perform the action of shifting from neutral to first gear can reduce the gear shifting link during the mode switching process. This makes it easier for the shift synchronizer to directly shift from neutral to second gear when switching to the target power split mode, thereby shortening the mode switching time and improving the vehicle's power response.

[0017] In combination with the first aspect and the above implementation methods, in some possible implementation methods, monitoring whether the target operating mode of the vehicle changes to the target power split mode includes: monitoring whether the driving mode of the vehicle changes to 4L mode; if the driving mode is detected to have changed to 4L mode and the vehicle meets the preset conditions for switching to the power split mode, then it is determined that the target operating mode of the vehicle has changed to the target power split mode.

[0018] In summary, this application addresses the issue where, during the vehicle's transition from the target power split mode to the target idle pure electric four-wheel drive mode, if the actual gear position of the shift synchronizer is neutral and the system detects that the vehicle is about to switch back to the corresponding second gear of the target power split mode, the shift synchronizer is prevented from shifting from neutral to the first gear. This reduces the gear shifting chain during mode switching, allowing the shift synchronizer to directly shift from neutral to the second gear when switching back to the target power split mode. This shortens the vehicle's mode switching time and reduces the time the front axle cannot output power to the front wheels, meaning the front axle can output power to drive the front wheels more quickly, improving the vehicle's power response. Furthermore, if the shift synchronizer is currently performing a gear shift, and the target operating mode changes to the target power split mode, it directly sends a gear request to the TCU containing the second gear corresponding to the target power split mode. This allows the TCU to control the shift synchronizer to continue performing gear shifting while simultaneously engaging the second gear corresponding to the target power split mode, ensuring the system's logical consistency. The system controls the shift synchronizer to switch to the second gear, then controls the mode-switching synchronizer to switch to the power-split gear, and finally controls the clutch to close. This provides a logic for switching from a gear to the target power-split mode, reducing the gear shifting chain while ensuring that the vehicle can switch from neutral to the target power-split mode.

[0019] Secondly, a control mode switching device is provided, comprising: a first control module, used to control the vehicle to switch from the target power split mode to the target idle speed pure electric four-wheel drive mode when the target operating mode of the vehicle is the target idle speed pure electric four-wheel drive mode and the actual operating mode is the target power split mode; wherein, the gear position of the vehicle's shift synchronizer in the target idle speed pure electric four-wheel drive mode is the first gear, and the gear position of the shift synchronizer in the target power split mode is the second gear, and the first gear and the second gear are different; a monitoring module, used to monitor whether the target operating mode of the vehicle has changed to the target power split mode when it is determined that the actual gear position of the vehicle's shift synchronizer is neutral during the switching process; and a second control module, used to interrupt the operation of switching to the target idle speed pure electric four-wheel drive mode and control the vehicle to switch from the current state to the target power split mode if the target operating mode of the vehicle is detected to have changed to the target power split mode.

[0020] In conjunction with the second aspect, in some possible implementations, when it is determined during the switching process that the actual gear position of the vehicle's shift synchronizer is neutral, the vehicle's clutch is open, and the actual gear position of the mode-changing synchronizer is pure electric, the second control module is specifically used to: control the actual gear position of the shift synchronizer to switch from neutral to the second gear; when the actual gear position of the shift synchronizer is the second gear, control the actual gear position of the mode-changing synchronizer to switch to the power split mode; when the actual gear position of the mode-changing synchronizer is switched to the power split mode, control the clutch to close, so that the vehicle switches to the target power split mode.

[0021] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the second control module is specifically used to control the front drive motor of the vehicle to rotate based on the actual speed of the vehicle's engine when the actual gear of the mold change synchronizer is switched to the power split gear, so as to reduce the speed difference between the two ends of the clutch; and control the clutch to close when the speed difference is less than the preset speed difference.

[0022] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the second control module is specifically used to send a target gear request and a shift permission instruction of the shift synchronizer to the TCU, so that when the TCU receives the target gear request and the shift permission instruction of the shift synchronizer, it controls the actual gear of the shift synchronizer to switch from neutral to the second gear; wherein, the target gear carried by the target gear request of the shift synchronizer is the second gear.

[0023] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the second control module is specifically used to send a target gear request of the mold-changing synchronizer to the TCU, so that when the TCU receives the target gear request of the mold-changing synchronizer and detects that the actual gear of the mold-changing synchronizer is the second gear, it controls the actual gear of the mold-changing synchronizer to switch to the power shunt gear; wherein, the target gear carried in the target gear request of the mold-changing synchronizer is the power shunt gear.

[0024] Combining the second aspect and the above implementation methods, in some possible implementation methods, the second control module is specifically used to control the shift synchronizer not to perform the action of shifting from neutral to first gear.

[0025] Combining the second aspect and the above implementation methods, in some possible implementation methods, the monitoring module is specifically used to monitor whether the vehicle's driving mode has changed to 4L mode; if the driving mode is detected to have changed to 4L mode and the vehicle meets the preset conditions for switching to power split mode, then the target operating mode of the vehicle is determined to have changed to target power split mode.

[0026] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods of the first aspect or any possible implementation thereof.

[0027] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0028] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application.

[0030] Figure 2 This is a schematic flowchart illustrating a method for switching control modes provided in an embodiment of this application.

[0031] Figure 3 This is a schematic diagram of a control mode switching device provided in an embodiment of this application.

[0032] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0033] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0034] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0035] Figure 1This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application.

[0036] For example, such as Figure 1 As shown, the hybrid vehicle 100 includes: an engine 101, a C1 clutch 102, a first motor 103, a gearbox 104, a second motor 105, a differential 106, a front wheel 107, and a rear wheel 108.

[0037] The engine 101 is one of the power sources of the vehicle, generating power by burning fuel (such as gasoline or diesel). The power generated by the engine is transmitted through the crankshaft to the C1 clutch 102 and the gearbox 104, ultimately driving the front wheels 107 of the hybrid vehicle 100.

[0038] Clutch C1 102 is used to disconnect or connect the mechanical connection between engine 101 and transmission 104. Clutch C1 102 has two states: open and closed. When clutch C1 102 is in the open state, the connection between engine 101 and transmission 104 is disconnected, and even if engine 101 is running, the power generated will not be transmitted to transmission 104. When clutch C1 102 is in the closed state, the mechanical connection between engine 101 and transmission 104 is established, and the power generated by engine 101 can be transmitted to transmission 104, and then to the front wheels 107 of hybrid vehicle 100.

[0039] The first motor 103 is also called a front-drive motor or TM motor, and in some embodiments, it can be directly referred to as the front motor. The first motor 103 is connected to the sun gear of the planetary gear set in the gearbox 104, and is used to drive the front wheels 107 of the vehicle through the gearbox 104 or to function as a generator.

[0040] The transmission 104 includes four gears and three neutral gears: 1st gear, neutral between 1st and R, R, neutral between R and 3rd gear, 3rd gear, neutral between 3rd and 2nd gear, and 2nd gear; in the order 1-R-3-2. The R gear is a mechanical R gear, also known as reverse gear, a dedicated gear in the transmission that changes the direction of rotation of the internal gears to move the vehicle backward, thus achieving the reversing function. The transmission 104 is used to change the output speed and torque of the engine 101 to adapt to different driving conditions, ensuring efficient vehicle operation under different speeds and loads. The transmission 104 specifically includes synchronizer S0, synchronizer S1, and synchronizer S2.

[0041] Synchronizers S0 and S2, also known as front axle shift synchronizers, are typically used to engage specific gears and participate in power transmission. When the vehicle drives the front wheels 107 via the first motor 103 or engine 101, synchronizer S0 or synchronizer S2 engages the gear so that power can be transmitted from the first motor 103 or engine 101 to the front wheels 107.

[0042] Synchronizer S1, also known as the mold-changing synchronizer, includes two positions: pure electric and power-split. It controls and adjusts the power torque output of engine 101 and first motor 103, ensuring effective torque distribution between them in power-split mode and other operating modes. Other operating modes include series mode, pure electric rear-wheel drive mode, and pure electric four-wheel drive mode. Typically, in power-split mode, the synchronizer is in power-split mode; in other operating modes, it is in pure electric mode.

[0043] When synchronizer S1 is in pure electric mode, it is equivalent to the first motor 103 or clutch C1 102 being directly connected to the front wheels 107 of the vehicle. In this case, all the power torque output by the first motor 103 or engine 101 is transmitted to the front wheels 107, driving the vehicle. When synchronizer S1 is in power split mode, the first motor 103 or clutch C1 102 is mechanically connected to the front wheels 107 via gears. Part of the power torque output by the engine 101 or first motor 103 is transmitted to the front wheels 107, driving the vehicle. The remaining torque output by the engine 101 can drive the first motor 103 to generate electricity, and the remaining torque output by the first motor 103 can continue to assist in driving the front wheels 107, providing additional driving force.

[0044] The second motor 105, also called the rear drive motor or P4 motor, transmits power to the rear wheels 108 of the vehicle through the differential 106 when the second motor 105 is running, thus driving the vehicle.

[0045] The differential 106 allows the left and right wheels to rotate at different speeds when the vehicle is turning. Through the differential 106, the outer wheel can rotate at a faster speed, while the inner wheel can rotate at a slower speed, ensuring smooth cornering of the vehicle.

[0046] In power split mode, engine 101 is running, clutch C1 102 is engaged, synchronizer S0 or synchronizer S2 is in forward gear (1st, 2nd, or 3rd), and synchronizer S1 is in power split mode. Engine 101 drives the first motor 103 to generate electricity and output power to the front wheels 107, driving the vehicle. The second motor 105 is running, transmitting power to the rear wheels 108 of the vehicle, driving the vehicle.

[0047] In the idle pure electric four-wheel drive mode, engine 101 is idling, clutch C1 102 is open, synchronizer S0 or synchronizer S2 is engaged in forward gear (1st, 2nd, or 3rd), and synchronizer S1 is engaged in pure electric gear. The first motor 103 is running, transmitting power to the front wheels 107 to drive the vehicle. The second motor 105 is running, transmitting power to the rear wheels 108 to drive the vehicle.

[0048] For vehicles based on the above architecture, if the vehicle's operating mode needs to switch from power-split mode to idle pure electric four-wheel drive mode, and the gear required by the shift synchronizer for power-split mode differs from that required by the shift synchronizer for idle pure electric four-wheel drive mode, the shift synchronizer needs to switch gears. During the switch from power-split mode to idle pure electric four-wheel drive mode, if the shift synchronizer detects that the vehicle needs to switch back to power-split mode when it is in neutral, it will first control the shift synchronizer to switch from neutral to the gear corresponding to idle pure electric four-wheel drive mode to switch the vehicle to idle pure electric four-wheel drive mode. Then, it will control the shift synchronizer to shift from the gear corresponding to idle pure electric four-wheel drive mode to neutral, and then switch back from neutral to the gear corresponding to power-split mode, thus switching the vehicle's operating mode back to power mode.

[0049] Because the gearbox gears need to be shifted sequentially, the shift synchronizer has a long shift link. During this shifting process, the front axle will not be able to output power to drive the front wheels of the vehicle, and the vehicle can only be driven by the rear drive motor, resulting in poor power response of the vehicle.

[0050] Based on this, this application proposes a method for controlling mode switching to shorten the switching time of vehicle mode switching and improve vehicle power response.

[0051] Figure 2 This is a schematic flowchart illustrating a control mode switching method provided in an embodiment of this application. The method is applied to... Figure 1 The vehicle with the architecture shown.

[0052] For example, such as Figure 2 As shown, the method 200 includes:

[0053] Step 201: When the target operating mode of the vehicle is the target idle speed pure electric four-wheel drive mode and the actual operating mode is the target power split mode, control the vehicle to switch from the target power split mode to the target idle speed pure electric four-wheel drive mode; wherein, in the target idle speed pure electric four-wheel drive mode, the gear position of the vehicle's shift synchronizer is the first gear, and in the target power split mode, the gear position of the shift synchronizer is the second gear, and the first gear and the second gear are different;

[0054] Step 202: If it is determined during the switching process that the actual gear position of the vehicle's shift synchronizer is neutral, monitor whether the vehicle's target operating mode changes to the target power split mode.

[0055] Step 203: If the target operating mode of the vehicle is detected to change to the target power split mode, the operation of switching to the target idle pure electric four-wheel drive mode is interrupted, and the vehicle is controlled to switch from the current state to the target power split mode.

[0056] exist Figure 2 In the illustrated embodiment, during the process of switching the vehicle from the target power split mode to the target idle speed pure electric four-wheel drive mode, if the actual gear position of the shift synchronizer is neutral, it indicates that the shift synchronizer has started shifting gears. However, the shift synchronizer has not yet completed shifting the gear to the first gear corresponding to the target idle speed pure electric four-wheel drive mode. If it is detected that the vehicle is about to switch back to the target power split mode corresponding to the second gear, the operation of switching to the target idle speed pure electric four-wheel drive mode is interrupted. The vehicle is directly controlled to switch from the current state of the shift synchronizer being in neutral to the target power split mode corresponding to the second gear. The vehicle does not need to switch to the target idle speed pure electric four-wheel drive mode first and then switch from the target idle speed pure electric four-wheel drive mode to the target power split mode, which shortens the switching time of the vehicle mode and reduces the time when the front axle cannot output power to the front wheels of the vehicle. That is, the front axle can output power to drive the front wheels of the vehicle more quickly, improving the vehicle's power response.

[0057] The following is about Figure 2 The specific implementation methods of each step in the illustrated embodiments are explained in detail below:

[0058] In step 201, the operating mode refers to the mode of operation and collaborative working logic of various subsystems under different operating conditions of the vehicle. The operating mode is typically automatically selected by the vehicle's control unit (such as the power management system and energy management system) based on current driving conditions and vehicle status to ensure optimal vehicle operating efficiency and safety. The operating mode focuses more on the coordinated operation of the vehicle's internal systems.

[0059] The vehicle's operating modes can include: series mode, power split mode, parallel mode, pure electric four-wheel drive mode, pure electric rear-wheel drive mode, idle pure electric four-wheel drive mode, and other modes.

[0060] Target power split mode refers to the power split mode in which the vehicle's shift synchronizer is engaged in the second gear. In target power split mode, the vehicle's engine transmits power to the front wheels through the second gear to drive the vehicle.

[0061] The target idle speed pure electric four-wheel drive mode refers to the idle speed pure electric four-wheel drive mode in which the vehicle's shift synchronizer is in the first gear. In the target idle speed pure electric four-wheel drive mode, the vehicle's front drive motor transmits power to the front wheels of the vehicle through the first gear to drive the vehicle.

[0062] If the vehicle's actual operating mode is determined to be the target power split mode, and the target operating mode is the target idle speed pure electric four-wheel drive mode, then it can be determined that the vehicle currently needs to switch from the target power split mode to the target idle speed pure electric four-wheel drive mode. The first gear and the second gear are different; that is, during the process of switching from the target power split mode to the target idle speed pure electric four-wheel drive mode, the shift synchronizer needs to switch from the second gear to the first gear.

[0063] In some embodiments, when the vehicle's driving mode is in 4L mode and the actual operating mode is the target power split mode, the vehicle's driving mode can be monitored. When the driving mode is switched from 4L mode to normal mode, if it is determined that the vehicle meets the preset conditions for switching to the target idle speed pure electric four-wheel drive mode, then the vehicle's target operating mode is determined to be the target idle speed pure electric four-wheel drive mode and the actual operating mode is the target power split mode.

[0064] Driving modes refer to the ways in which a vehicle adjusts the operation of its engine, transmission, suspension system, steering system, and other components based on the driver's preferences and road conditions to provide different driving experiences and performance characteristics. The main purpose of driving modes is to optimize the vehicle's dynamic response and meet the driver's needs.

[0065] The vehicle's driving modes can include: Eco mode, Sport mode, Snow mode, Mud mode, Sand mode, 4L mode, etc. The standard modes specifically include: Snow mode, Mud mode, and Sand mode.

[0066] The 4L mode specifically refers to a low-gear four-wheel drive mode, primarily used for low-speed traction situations (such as getting out of mud or sand) and for situations requiring high torque for climbing. 4L mode means that the vehicle is in a very low gear when driving in four-wheel drive. For example, in a vehicle with a transmission architecture of 1-R-3-2, the gear that needs to be engaged might be 1st gear.

[0067] Alternatively, in vehicles with transmissions featuring multiple gears, such as a 6-gear transmission, both 1st and 2nd gear can output high torque. In 4L mode, when driving the vehicle in four-wheel drive, the gear required may be 1st or 2nd. This application does not limit this aspect.

[0068] In 4L mode and when the high-voltage battery charge is less than the first charge corresponding to 4L mode, for example, 50%, the vehicle meets the conditions for being in power split mode. At this time, the vehicle will be in power split mode and engage a smaller gear, i.e., target power split mode, where the second gear is a smaller gear.

[0069] Understandably, in target power split mode, the vehicle's engine is running, the front wheels are powered by the engine, and the vehicle is in a lower second gear. This ensures that the vehicle can output a large torque while traveling at a low speed. In addition, the engine drives the front drive motor to generate electricity, which can charge the high-voltage motor.

[0070] When the vehicle is in a normal driving mode such as snow mode, mud mode, or sand mode, the vehicle usually does not need to output high torque to avoid slipping. In this mode, the vehicle needs to be in a higher gear. For example, in a vehicle with a gearbox architecture of 1-R-3-2, the gear that needs to be engaged may be 2nd or 3rd gear to ensure smooth power output.

[0071] In normal mode, the second battery level corresponds to, for example, 40%. This second battery level is less than the first battery level. In normal mode, the vehicle will only enter power split mode and allow the front-drive motor to generate electricity when the high-voltage battery level is less than or equal to the second battery level. In normal mode, when the high-voltage battery level is greater than the second battery level, the vehicle will automatically select the idle pure electric four-wheel drive mode and engage a higher gear, i.e., the target idle pure electric four-wheel drive mode. In this mode, the first gear is a gear higher than the second gear.

[0072] Therefore, when the driving mode is 4L and the actual driving mode is the target power split mode, it is possible to monitor whether the vehicle's driving mode has switched to any of the following: snow mode, mud mode, or sand mode. When it is detected that the driving mode has switched from 4L mode to any of the following normal modes: snow mode, mud mode, or sand mode, it can be determined that the conditions for the vehicle to enter the idle pure electric four-wheel drive mode have changed. That is, it is necessary to determine whether the vehicle currently meets the conditions for switching to the idle pure electric four-wheel drive mode corresponding to any of the following normal modes: snow mode, mud mode, or sand mode.

[0073] Specifically, the conditions change; the battery level range decreases to 40%. At this point, the high-voltage battery level can be measured to determine if it exceeds the second battery level. For example, if the high-voltage battery level is 45% and exactly exceeds 40%, then the vehicle meets the conditions for switching to idle pure electric four-wheel drive mode. In normal modes such as snow, mud, and sand, the gear synchronizer should engage a first gear, higher than the second gear. Therefore, the target operating mode for the vehicle is the idle pure electric four-wheel drive mode with the synchronizer in first gear. This confirms the target operating mode for the vehicle as the aforementioned idle pure electric four-wheel drive mode.

[0074] For example, when a user drives a vehicle out of mud, they select the 4L driving mode using the mechanical selection button or the virtual selection button on the vehicle's infotainment screen. At this time, the vehicle's high-voltage battery charge is 41%, which is less than the first 50% charge level. The actual operating mode of the vehicle is the target power split mode corresponding to the 4L mode. After successfully extricating the vehicle from the mud, the user needs to drive in mud again. They then switch the driving mode from 4L mode back to the mud mode in the regular driving mode using the mechanical selection button or the virtual selection button on the infotainment screen. At this time, the vehicle's high-voltage battery charge is 45%, which is greater than the second 40% charge level corresponding to the mud mode. The vehicle meets the conditions for switching to the target idle speed pure electric four-wheel drive mode, so the target operating mode of the vehicle can be determined as the target idle speed pure electric four-wheel drive mode. Because the driving mode is changed by the user, the change in driving mode directly reflects the user's driving intention. Based on the driving mode, the actual operating mode and the target operating mode of the vehicle can be accurately determined.

[0075] In step 202, the shift synchronizer is... Figure 1 Synchronizers S0 and S2 are shown. The shift synchronizer is used to control the vehicle's shifting between 1st, 2nd, 3rd, and R gears in the transmission.

[0076] The actual gear position of the shift synchronizer is in neutral, indicating that the shift synchronizer has started shifting gears, but has not yet completed shifting to the first gear.

[0077] It is understandable that the gearbox includes gears in the following order: 1-R-3-2, meaning that there is a neutral position between any two adjacent gears. Therefore, during the shift synchronizer's transition from the second gear to the first gear, there may be a situation where the gear is temporarily disengaged to neutral.

[0078] For example, if the first gear is 2 and the second gear is 1, then during the shift synchronizer's transition from 1 to 2, it will shift from 1 to neutral (between 1 and R), then shift from neutral (between 1 and R) to R, then shift from R to neutral (between R and 3), then shift from R to neutral (between R and 3) to 3, then shift from 3 to neutral (between 3 and 2), and finally shift from neutral (between 3 and 2) to 2, thus completing the gear shift.

[0079] The actual gear position of the shift synchronizer is neutral. This neutral position can be any one of the following: neutral between 1st gear and reverse gear, neutral between reverse gear and 3rd gear, or neutral between 3rd gear and 2nd gear.

[0080] When the actual gear position of the shift synchronizer is neutral, and the shift to the target idle speed pure electric four-wheel drive mode has not yet been completed, the user's change of driving intention may cause the vehicle's target operating mode to change to the target power split mode, requiring the vehicle to switch back to the target power split mode. Therefore, when the actual gear position of the shift synchronizer is neutral, it is necessary to monitor whether the vehicle's target operating mode has changed to the target power split mode.

[0081] In one possible implementation, monitoring whether the vehicle's target operating mode changes to the target power split mode includes: monitoring whether the vehicle's driving mode changes to 4L mode; if the driving mode is detected to have changed to 4L mode and the vehicle meets the preset conditions for switching to the power split mode, then the vehicle's target operating mode is determined to have changed to the target power split mode.

[0082] Before the gear shift synchronizer starts shifting gears but before the shift is completed, the user may suddenly change their driving intentions. For example, if the user finds that the vehicle needs to climb a steep slope with an incline greater than 40 degrees, the user may switch the driving mode back to 4L mode using the mechanical selection button or the virtual selection button on the vehicle's large screen, so that the vehicle can output more torque to complete the next climb.

[0083] As in the above embodiment, the conditions for the vehicle to enter the power split mode after the driving mode is switched will also change. It can be determined whether the vehicle currently meets the preset conditions for switching to the power split mode. After determining that the vehicle meets the preset conditions for switching to the power split mode, the target operating mode is determined to become the target power split mode.

[0084] Understandably, the vehicle's driving mode has switched back to 4L mode, which requires low gear and high torque. The target gear for the shift synchronizer has changed to the lower second gear. The high-voltage battery's current charge is 45%, less than the 50% charge required for 4L mode. Therefore, the preset conditions for switching to power-split mode are met. In summary, the vehicle's target operating mode has changed to the power-split mode, which engages the synchronizer in the second gear. In other words, the target operating mode has become the aforementioned target power-split mode.

[0085] In step 203, after detecting that the target operating mode has changed to the target power split mode, it can be determined that the vehicle currently needs to switch to the target power split mode. Since the vehicle is currently switching from the target power split mode to the target idle pure electric four-wheel drive mode, the operation of switching to the target idle pure electric four-wheel drive mode can be interrupted at this time. After interrupting the operation of switching to the target idle pure electric mode, the vehicle is controlled to directly switch from the current state to the target power split mode.

[0086] In one possible implementation, interrupting the switching to the target idle pure electric four-wheel drive mode includes: controlling the shift synchronizer not to perform the action of switching from neutral to first gear.

[0087] Understandably, in the target idle speed pure electric four-wheel drive mode, the shift synchronizer needs to be engaged in first gear. If the shift synchronizer is currently in neutral, then to switch the vehicle to the target idle speed pure electric four-wheel drive mode, the shift synchronizer also needs to be engaged from neutral to first gear. The specific operation to interrupt the switch to the target idle speed pure electric four-wheel drive mode involves controlling the shift synchronizer to prevent it from shifting from neutral to first gear.

[0088] For example, if the shift synchronizer is currently in neutral between 1st and R, with 2nd gear as the first gear and 1st gear as the second gear, the shift synchronizer would normally need to perform the following steps to switch to the target idle pure electric four-wheel drive mode: shifting from neutral between 1st and R to R, disengaging from R to neutral between R and 3rd gear, disengaging from R to neutral between R and 3rd gear, shifting to 3rd gear, disengaging from 3rd gear to neutral between 3rd and 2nd gear, and finally shifting from neutral between 3rd and 2nd gear to 2nd gear. However, by controlling the shift synchronizer to not perform these steps, the operation to switch to the target idle pure electric four-wheel drive mode is interrupted.

[0089] In the above method, controlling the shift synchronizer not to perform the action of shifting from neutral to first gear can reduce the gear shifting link during the mode switching process. This makes it easier for the shift synchronizer to directly shift from neutral to second gear when switching to the target power split mode, thereby shortening the mode switching time and improving the vehicle's power response.

[0090] In one possible implementation, if it is determined during the switching process that the actual gear position of the vehicle's shift synchronizer is neutral, the vehicle's clutch is in the open state, the actual gear position of the shift synchronizer is pure electric, and the vehicle is controlled to switch from the current state to the target power split mode, including the following S11 to S13:

[0091] S11 controls the actual gear position of the shift synchronizer to switch from neutral to the second gear.

[0092] Among them, the mold changing synchronizer is Figure 1 The synchronizer S1 in the model includes a pure electric mode and a power split mode. In the power split mode, the synchronizer is in the power split mode. In other operating modes (such as pure electric four-wheel drive mode, series mode, idle pure electric four-wheel drive mode, etc.), the synchronizer is in the pure electric mode.

[0093] In the target power split mode, the vehicle's clutch is engaged, the mold-changing synchronizer is in power split mode, and the shift synchronizer is in second gear. In the target idle speed pure electric four-wheel drive mode, the vehicle's clutch is disengaged, the mold-changing synchronizer is in pure electric mode, and the shift synchronizer is in first gear. Therefore, the steps to switch from the target power split mode to the target idle speed pure electric four-wheel drive mode include: controlling the clutch to be disengaged; with the clutch disengaged, controlling the actual gear of the mold-changing synchronizer to switch from power split mode to pure electric mode; with the actual gear of the mold-changing synchronizer confirmed to be in pure electric mode, controlling the actual gear of the shift synchronizer to shift from second gear to neutral, and then shifting from neutral to first gear.

[0094] Based on the above steps, it can be determined that when the actual gear position of the shift synchronizer is neutral, the vehicle's clutch is already open, and the actual gear position of the vehicle's shift synchronizer has been switched to pure electric mode. The current state of the vehicle is: clutch is open, the actual gear position of the shift synchronizer is pure electric mode, and the actual gear position of the shift synchronizer is neutral.

[0095] Normally, the vehicle needs to first control the mode-changing synchronizer to switch gears, and then control the gear shift synchronizer to switch gears again. When the target operating mode of the vehicle is detected to change to the target power split mode, since the gear shift synchronizer is currently performing a gear shifting action and is in the second gear in the target power split mode, the target gear of the gear shift synchronizer can be changed to the second gear, and the gear shift synchronizer can continue to perform the gear shifting action. At the same time, the gear shift synchronizer can be switched to the gear corresponding to the target power split mode, which can ensure the system logic and avoid logical confusion.

[0096] For example, if the shift synchronizer is currently in neutral between 1st gear and R gear, and the second gear is 1st gear, then the target gear of the shift synchronizer will be changed to the second gear 1st gear, and the shift synchronizer will be controlled to directly shift from neutral between 1st gear and R gear to 1st gear, thereby switching the gear of the shift synchronizer to the gear corresponding to the target power split mode.

[0097] In some embodiments, Figure 1 The control units in the hybrid vehicle shown may include: a hybrid transmission control unit (TCU), a vehicle control unit (HCU), an engine management system (EMS), and a front motor control unit (FMCU). The specific entity executing this control method can be a control unit within the vehicle, such as the aforementioned HCU, TCU, EMS, or FMCU.

[0098] In one possible implementation, controlling the actual gear position of the shift synchronizer to switch from neutral to the second gear includes: sending a target gear position request and a shift permission command to the TCU, so that the TCU, upon receiving the target gear position request and the shift permission command, controls the actual gear position of the shift synchronizer to switch from neutral to the second gear; wherein the target gear position carried in the target gear position request of the shift synchronizer is the second gear.

[0099] Among them, the target gear request of the shift synchronizer is a request for shift synchronizers S0 and S2, which is used to indicate the target gear that the shift synchronizer needs to engage, and the shift permission instruction is used to instruct the TCU to currently allow the shift synchronizer to perform a shift operation.

[0100] When the HCU in the vehicle determines that the clutch is open, the actual gear of the shift synchronizer S1 is pure electric, and the actual gears of the shift synchronizers S0 and S2 are in neutral, and detects that the target operating mode of the vehicle has changed to the target power split mode, it sends a target gear request and shift permission command to the TCU, carrying the target gear of the shift synchronizer as the second gear.

[0101] For example, when the second gear is 1st gear, and the vehicle's clutch is determined to be in the open state, the actual gear of the shift synchronizer S1 is in pure electric mode, while the actual gears of the shift synchronizers S0 and S2 are in neutral, after detecting that the vehicle's target operating mode has changed to the target power split mode, the HCU sends the target gear of the shift synchronizer to 1st gear and a shift permission command to the TCU. After receiving the target gear of 1st gear and the shift permission command sent by the HCU, the TCU controls the actual gear of the shift synchronizer to shift from neutral to 1st gear.

[0102] In the above method, the shift synchronizer is performing gear switching. After the target operating mode changes to the target power split mode, it directly sends a gear request to the TCU carrying the second gear corresponding to the target power split mode. This allows the TCU to control the shift synchronizer to continue performing gear switching while directly completing the shift to the second gear corresponding to the target power split mode. This ensures the logic of the system and avoids system chaos caused by controlling the mode-changing synchronizer to switch gears before the shift synchronizer has completed the gear switching.

[0103] S12, when the actual gear position of the shift synchronizer is the second gear, control the actual gear position of the mold change synchronizer to switch to the power split gear.

[0104] As can be seen from the above embodiments, the actual gear position of the mold-changing synchronizer is the pure electric gear, while in the target power shunt mode, the gear position of the shift synchronizer is the power shunt gear. After determining that the shift synchronizer has completed the gear switching, the actual gear position of the mold-changing synchronizer can be controlled to switch from the pure electric gear to the power shunt gear.

[0105] Specifically, if the actual gear position of the shift synchronizer is determined to be the second gear (i.e., the first gear), the shift synchronizer can be determined to complete the gear shift.

[0106] In one possible implementation, when the actual gear position of the shift synchronizer is the second gear, controlling the actual gear position of the mold-changing synchronizer to switch to the power shunt gear includes: sending a target gear position request for the mold-changing synchronizer to the TCU, so that when the TCU receives the target gear position request for the mold-changing synchronizer and detects that the actual gear position of the shift synchronizer is the second gear, it controls the actual gear position of the mold-changing synchronizer to switch to the power shunt gear; wherein the target gear position carried in the target gear position request for the mold-changing synchronizer is the power shunt gear.

[0107] Among them, the target gear request of the mold changing synchronizer is a request for the mold changing synchronizer, which is used to indicate the target gear that the mold changing synchronizer needs to be engaged.

[0108] When the HCU in the vehicle determines that the clutch is open, the actual gear of the mold change synchronizer S1 is in pure electric mode, and the actual gears of the gear change synchronizers S0 and S2 are in neutral, after detecting that the target operating mode of the vehicle has changed to the target power split mode, it will also send a target gear request to the TCU carrying the target gear of the mold change synchronizer which is in the power split mode.

[0109] The TCU can monitor the actual gear position of the shift synchronizer in real time. After detecting that the actual gear position of the shift synchronizer has changed to gear 1 and receiving the target gear position of the mode-switching synchronizer initiated by the HCU as the power shunt gear, the TCU controls the actual gear position of the mode-switching synchronizer to switch back from the pure electric gear to the power shunt gear.

[0110] When the actual gear of the mold changer synchronizer is switched to the power split gear, S13 controls the clutch to close so that the vehicle switches to the target power split mode.

[0111] Since the clutch is currently open, but closed in target power split mode, switching the vehicle mode to target power split mode requires closing the clutch.

[0112] Specifically, when the actual gear position of the mold changer synchronizer is switched to the power split gear, it can be determined that the vehicle's gearbox has completed the gear shift, and then the clutch can be controlled to close.

[0113] Understandably, the engine is running in the target power split mode. When switching from the target power split mode to the target idle speed pure electric four-wheel drive mode, the engine is still controlled to run at idle speed. That is, the engine is still running in the current state of the vehicle. Therefore, when switching to the target power split mode, it is not necessary to start the engine before controlling the clutch to close.

[0114] Specifically, assuming the second gear corresponding to the target power split mode is gear 1, when it is determined that the vehicle's clutch is open, the actual gear of the shift synchronizer S1 is in pure electric mode, and the actual gears of the shift synchronizers S0 and S2 are in neutral, after detecting that the vehicle's target operating mode has changed to the target power split mode, the HCU sends the target operating mode as power split mode, the target gear of the shift synchronizer as gear 1, the target gear of the shift synchronizer as power split gear, and a shift permission command to the TCU. After receiving the target operating mode as power split mode, the target gear of the shift synchronizer as gear 1, and the shift permission command from the HCU, the TCU controls the actual gear of the shift synchronizer to switch from neutral to gear 1. After the actual gear of the shift synchronizer changes to gear 1 and receives the target gear of the shift synchronizer initiated by the HCU as power split gear, the TCU controls the actual gear of the shift synchronizer to switch back from pure electric mode to power split gear. The TCU will also send the actual gear of the shift synchronizer as power split gear to the HCU. When the actual gear of the mold-changing synchronizer is the power split gear and the target operating mode sent by the HCU is the power split mode, the TCU controls the clutch to close so that the vehicle switches to the power split mode.

[0115] In the above method, the shift synchronizer is controlled to directly switch from neutral to the second gear corresponding to the target power split mode. This reduces the link of the shift synchronizer switching from neutral to the first gear and then back to neutral. By controlling the shift synchronizer to switch from neutral to the second gear, then controlling the shift synchronizer to switch to the power split mode, and then controlling the clutch to close, a logic for switching from neutral to the target power split mode is provided. This reduces the gear switching link while ensuring that the vehicle can switch from neutral to the target power split mode.

[0116] In one possible implementation, when the actual gear of the mold-changing synchronizer is switched to the power split gear, controlling the clutch to close includes: when the actual gear of the mold-changing synchronizer is switched to the power split gear, controlling the front drive motor of the vehicle to rotate based on the actual speed of the vehicle's engine to reduce the speed difference between the two ends of the clutch; and controlling the clutch to close when the speed difference is less than a preset speed difference.

[0117] Among them, the preset speed difference refers to the maximum speed difference between the two ends of the clutch when the clutch is safely closed.

[0118] The condition for clutch engagement is that the speed difference between the two ends of the clutch is less than a preset speed difference to ensure safe clutch engagement. The two ends of the clutch are the front drive motor and the engine, respectively. At this time, the engine is idling and has a certain speed. The front drive motor may or may not be rotating. The rotation of the front drive motor can be controlled based on the actual engine speed to reduce the speed difference between the two ends of the clutch.

[0119] Understandably, the vehicle detects a switch back to the target power split mode during the transition from the target power split mode to the target idle speed pure electric four-wheel drive mode. In the target power split mode, the engine is running, driving the front-drive motor via a closed clutch; both the engine and the front-drive motor have a certain amount of torque. When switching from the target power split mode to the target idle speed pure electric four-wheel drive mode, before disengaging the clutch, the front-drive motor torque is typically reduced to less than a first torque level (e.g., 3 Nm), and the engine torque is reduced to less than a second torque level (e.g., 5 Nm) to prevent the engine and front-drive motor from spinning excessively after the clutch disengages. After the clutch disengages, the engine continues to idle, while the front-drive motor gradually shuts off due to inertia. In other words, when the vehicle's target operating mode changes to the target power mode, the engine maintains a certain speed, while the front-drive motor operates at a low speed or no speed at all.

[0120] The steps for controlling the front drive motor's rotation based on the engine's actual speed include: acquiring the engine's actual speed and determining a target speed based on that speed; wherein, the target speed is the speed at which the speeds at both ends of the clutch are the same. The front drive motor of the vehicle is then controlled to rotate based on the target speed; during the control process, the speed difference between the two ends of the clutch is monitored, and if the speed difference is found to be less than a preset speed difference, it is determined that the clutch meets the conditions for closure, and the clutch is then controlled to close.

[0121] Specifically, when the actual gear of the mold changer is the power split gear and the target operation mode sent by the HCU is the power split mode, the TCU also needs to determine the state of the clutch. After determining that the clutch is in the open state, the TCU starts to control the motor speed adjustment to reduce the speed difference between the two ends of the clutch. After the speed difference between the two ends of the clutch is less than the preset speed difference (e.g., 100 rpm), the clutch is quickly closed.

[0122] After detecting that the vehicle's target operating mode has changed to target power split mode, the HCU also sends a shift permission command to the FMCU. The steps of the TCU controlling the motor speed adjustment include: the TCU sending a motor speed control request and a target speed request to the FMCU, where the target speed request includes a target speed determined by adding a calibrable value to the actual engine speed. After receiving the shift permission command from the HCU and the motor speed control request from the TCU, the FMCU enters the speed control mode. When the FMCU enters the speed control mode and receives the target speed request from the TCU, the FMCU controls the front drive motor to rotate to follow the target speed.

[0123] In some embodiments, the TCU needs to disengage motor speed control after the clutch is engaged. Specifically, the steps for the TCU to disengage motor speed control include: when the speed difference between the two ends of the clutch is detected to be less than a preset speed difference of 100 rpm, the TCU sends a request to the FMCU to deactivate motor speed control. After receiving the request from the TCU, the FMCU switches from speed control mode to torque control mode. After detecting that the speed difference between the two ends of the clutch is less than the preset speed difference of 100 rpm and the FMCU has switched to torque control mode, the TCU controls the clutch to close.

[0124] In some embodiments, after the clutch is engaged, the HCU will also send a shift disallow command to each control unit and begin controlling the front axle output power.

[0125] In the above method, when controlling the clutch to close, the target speed is determined based on the actual engine speed to control the rotation of the front drive motor. This can reduce the speed difference between the two ends of the clutch, ensure the safe and smooth closure of the clutch, avoid impact or vibration when the clutch closes, and improve driving comfort and vehicle stability.

[0126] In summary, this application addresses the issue where, during the vehicle's transition from the target power split mode to the target idle pure electric four-wheel drive mode, if the actual gear position of the shift synchronizer is neutral and the system detects that the vehicle is about to switch back to the corresponding second gear of the target power split mode, the shift synchronizer is prevented from shifting from neutral to the first gear. This reduces the gear shifting chain during mode switching, allowing the shift synchronizer to directly shift from neutral to the second gear when switching back to the target power split mode. This shortens the vehicle's mode switching time and reduces the time the front axle cannot output power to the front wheels, meaning the front axle can output power to drive the front wheels more quickly, improving the vehicle's power response. Furthermore, if the shift synchronizer is currently performing a gear shift, and the target operating mode changes to the target power split mode, it directly sends a gear request to the TCU containing the second gear corresponding to the target power split mode. This allows the TCU to control the shift synchronizer to continue performing gear shifting while simultaneously engaging the second gear corresponding to the target power split mode, ensuring the system's logical consistency. The system controls the shift synchronizer to switch to the second gear, then controls the mode-switching synchronizer to switch to the power-split gear, and finally controls the clutch to close. This provides a logic for switching from a gear to the target power-split mode, reducing the gear shifting chain while ensuring that the vehicle can switch from neutral to the target power-split mode.

[0127] Figure 3 This is a schematic diagram of a control mode switching device provided in an embodiment of this application.

[0128] For example, such as Figure 3 As shown, the device 300 includes:

[0129] The first control module 301 is used to control the vehicle to switch from the target power split mode to the target idle speed pure electric four-wheel drive mode when the target operating mode of the vehicle is the target idle speed pure electric four-wheel drive mode and the actual operating mode is the target power split mode; wherein, the gear position of the vehicle's shift synchronizer in the target idle speed pure electric four-wheel drive mode is the first gear, and the gear position of the shift synchronizer in the target power split mode is the second gear, and the first gear and the second gear are different.

[0130] The monitoring module 302 is used to monitor whether the vehicle's target operating mode changes to the target power split mode when the actual gear position of the vehicle's shift synchronizer is neutral during the switching process.

[0131] The second control module 303 is used to interrupt the operation of switching to the target idle pure electric four-wheel drive mode and control the vehicle to switch from the current state to the target power split mode if the target operating mode of the vehicle is detected to change to the target power split mode.

[0132] In one possible implementation, when it is determined during the switching process that the actual gear position of the vehicle's shift synchronizer is neutral, the vehicle's clutch is open, and the actual gear position of the mode-changing synchronizer is pure electric, the second control module 303 is specifically used to: control the actual gear position of the shift synchronizer to switch from neutral to the second gear; when the actual gear position of the shift synchronizer is the second gear, control the actual gear position of the mode-changing synchronizer to switch to the power split mode; when the actual gear position of the mode-changing synchronizer is switched to the power split mode, control the clutch to close, so that the vehicle switches to the target power split mode.

[0133] In one possible implementation, the second control module 303 is specifically used to control the front drive motor of the vehicle to rotate based on the actual speed of the vehicle's engine when the actual gear of the mode change synchronizer is switched to the power split gear, so as to reduce the speed difference between the two ends of the clutch; and to control the clutch to close when the speed difference is less than the preset speed difference.

[0134] In one possible implementation, the second control module 303 is specifically used to send a target gear request and a shift permission instruction to the TCU, so that when the TCU receives the target gear request and the shift permission instruction, it controls the actual gear of the shift synchronizer to switch from neutral to the second gear; wherein the target gear carried by the target gear request of the shift synchronizer is the second gear.

[0135] In one possible implementation, the second control module 303 is specifically used to send a target gear request for the mold-changing synchronizer to the TCU, so that when the TCU receives the target gear request for the mold-changing synchronizer and detects that the actual gear of the mold-changing synchronizer is the second gear, it controls the actual gear of the mold-changing synchronizer to switch to the power shunt gear; wherein the target gear carried in the target gear request for the mold-changing synchronizer is the power shunt gear.

[0136] In one possible implementation, the second control module 303 is specifically used to control the shift synchronizer not to perform the action of shifting from neutral to first gear.

[0137] In one possible implementation, the monitoring module 302 is specifically used to monitor whether the vehicle's driving mode has changed to 4L mode; if the driving mode is detected to have changed to 4L mode and the vehicle meets the preset conditions for switching to power split mode, then the target operating mode of the vehicle is determined to have changed to target power split mode.

[0138] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0139] For example, such as Figure 4 As shown, the vehicle 400 includes a memory 401 and a processor 402. The memory 401 stores executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a control mode switching method.

[0140] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a control mode switching method provided in embodiments of this application.

[0141] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0142] When the functional modules are divided according to their respective functions, the device may also include a first control module, a monitoring module, and a second control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0143] It should be understood that the device provided in this embodiment is used to execute the above-described method for switching control modes, and therefore can achieve the same effect as the above-described implementation method.

[0144] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0145] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0146] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a control mode switching method provided in the above embodiments.

[0147] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, it causes the computer to execute the above-described related method steps to implement a control mode switching method provided in the above embodiment.

[0148] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a control mode switching method provided in the above embodiment.

[0149] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0150] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0151] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0152] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for switching control modes, characterized in that, The method includes: When the target operating mode of the vehicle is the target idle speed pure electric four-wheel drive mode and the actual operating mode is the target power split mode, the vehicle is controlled to switch from the target power split mode to the target idle speed pure electric four-wheel drive mode; wherein, in the target idle speed pure electric four-wheel drive mode, the gear position of the vehicle's shift synchronizer is the first gear, and in the target power split mode, the gear position of the shift synchronizer is the second gear, and the first gear and the second gear are different. If, during the switching process, it is determined that the actual gear position of the vehicle's shift synchronizer is neutral, monitor whether the vehicle's target operating mode changes to the target power split mode. If the target operating mode of the vehicle is detected to change to the target power split mode, the operation of switching to the target idle pure electric four-wheel drive mode is interrupted, and the vehicle is controlled to switch from the current state to the target power split mode.

2. The method according to claim 1, characterized in that, When it is determined during the switching process that the actual gear position of the vehicle's shift synchronizer is neutral, the vehicle's clutch is open, and the actual gear position of the shift synchronizer is pure electric, controlling the vehicle to switch from the current state to the target power split mode includes: The actual gear position of the shift synchronizer is switched from neutral to the second gear. When the actual gear position of the shift synchronizer is the second gear position, control the actual gear position of the mold change synchronizer to switch to the power shunt gear; When the actual gear of the mode changer is switched to the power split gear, the clutch is controlled to close so that the vehicle switches to the target power split mode.

3. The method according to claim 2, characterized in that, When the actual gear of the mold change synchronizer is switched to the power split gear, controlling the clutch to close includes: When the actual gear of the mold-changing synchronizer is switched to the power split gear, the front drive motor of the vehicle is controlled to rotate based on the actual speed of the vehicle's engine in order to reduce the speed difference between the two ends of the clutch. When the speed difference is less than a preset speed difference, the clutch is controlled to close.

4. The method according to claim 2, characterized in that, The control of the actual gear position of the shift synchronizer to shift from neutral to the second gear includes: A target gear request and a shift permission command are sent to the TCU so that, upon receiving the target gear request and the shift permission command, the TCU controls the actual gear of the shift synchronizer to switch from neutral to the second gear; wherein, the target gear carried in the target gear request of the shift synchronizer is the second gear.

5. The method according to claim 4, characterized in that, When the actual gear position of the shift synchronizer is the second gear position, controlling the actual gear position of the shift synchronizer to switch to the power shunt gear includes: A target gear request for a mold-changing synchronizer, carrying the target gear as the power shunt gear, is sent to the TCU. This allows the TCU to control the actual gear of the mold-changing synchronizer to switch to the power shunt gear when it receives the target gear request and detects that the actual gear of the mold-changing synchronizer is the second gear. The target gear request for the mold-changing synchronizer carries the target gear as the power shunt gear.

6. The method according to any one of claims 1 to 3, characterized in that, The operation of switching from interruption to the target idle pure electric four-wheel drive mode includes: The shift synchronizer is controlled not to perform the action of shifting from neutral to the first gear.

7. The method according to any one of claims 1 to 3, characterized in that, The monitoring of whether the target operating mode of the vehicle changes to the target power split mode includes: Monitor whether the vehicle's driving mode changes to 4L mode; If the driving mode is detected to change to 4L mode, and the vehicle meets the preset conditions for switching to power split mode, then the target operating mode of the vehicle is determined to change to the target power split mode.

8. A device for switching control modes, characterized in that, The device includes: The first control module is used to control the vehicle to switch from the target power split mode to the target idle speed pure electric four-wheel drive mode when the target operating mode of the vehicle is the target idle speed pure electric four-wheel drive mode and the actual operating mode is the target power split mode; wherein, in the target idle speed pure electric four-wheel drive mode, the gear position of the vehicle's shift synchronizer is the first gear, and in the target power split mode, the gear position of the shift synchronizer is the second gear, and the first gear and the second gear are different. The monitoring module is used to monitor whether the target operating mode of the vehicle changes to the target power split mode when the actual gear position of the vehicle's shift synchronizer is neutral during the switching process. The second control module is used to interrupt the operation of switching to the target idle pure electric four-wheel drive mode if it detects that the target operating mode of the vehicle has changed to the target power split mode, and to control the vehicle to switch from the current state to the target power split mode.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 7.

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