A method of switching a mode of a vehicle, a vehicle and a storage medium

Abstract

This application provides a method, vehicle, and storage medium for switching vehicle modes. The method includes: when the vehicle starts, determining whether the vehicle needs to switch from a pure electric four-wheel drive mode to a power-split mode; wherein, in the power-split mode, the vehicle's engine is in a driving state, the front drive motor is in a generating state, the rear drive motor is in a driving state, and the clutch is in a closed state; if it is determined that the vehicle needs to switch from the pure electric four-wheel drive mode to the power-split mode, controlling the vehicle's clutch to open; with the clutch in the open state, starting the vehicle's engine based on the starter motor; and if it is determined that the engine has finished starting, controlling the clutch to close, thereby switching the vehicle from the pure electric four-wheel drive mode to the power-split mode. This method can shorten the mode switching process link, reduce switching time, and reduce output power delay.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a method for switching vehicle modes, a vehicle, and a storage medium 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 typically include multiple operating modes, such as direct-drive four-wheel drive mode, pure electric four-wheel drive mode, and power split mode. When starting the vehicle, the switching between modes may be involved depending on the current state of the vehicle.

[0004] In existing technologies, when a vehicle starts, if the switching between operating modes takes a long time, it can easily lead to a delay in the vehicle's power output. Summary of the Invention

[0005] This application provides a method, vehicle, and storage medium for switching vehicle modes. This method can shorten the mode switching process link, reduce switching time, and reduce output power delay.

[0006] Firstly, a method for switching vehicle modes is provided, comprising: when the vehicle starts, determining whether the vehicle needs to switch from a pure electric four-wheel drive mode to a power split mode; wherein, in the power split mode, the vehicle's engine is in a driving state, the front drive motor is in a generating state, the rear drive motor is in a driving state, and the clutch is in a closed state; if it is determined that the vehicle needs to switch from a pure electric four-wheel drive mode to a power split mode, controlling the vehicle's clutch to be in an open state; with the clutch in an open state, starting the vehicle's engine based on the starter motor; and if it is determined that the engine has finished starting, controlling the clutch to be closed, so that the vehicle switches from the pure electric four-wheel drive mode to the power split mode.

[0007] In the above technical solution, when the vehicle needs to switch from pure electric four-wheel drive mode to power split mode when starting, the clutch of the vehicle is kept open to keep the engine and motor independent. The engine of the vehicle is started by the starter motor. Unlike the traditional method of starting the engine by driving the front drive motor, which requires disengaging the front axle first and then engaging the gear after the engine starts, starting the engine by the starter motor does not require disengaging the front axle. After the engine starts, there is no need to engage the gear again. This shortens the link of the mode switching process, reduces the time consumed by mode switching, and reduces the delay when the vehicle starts.

[0008] In conjunction with the first aspect, in some possible implementations, the vehicle includes a mold-changing synchronizer, the synchronizer having two gears: a pure electric gear and a power split gear; in power split mode, the synchronizer is in power split gear; in pure electric four-wheel drive mode, the synchronizer is in pure electric gear; when it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, the method further includes: controlling the synchronizer to switch from pure electric gear to power split gear; and when it is determined that the engine has started, controlling the clutch to close, including: controlling the clutch to close when it is determined that the engine has started and the synchronizer is in power split gear.

[0009] In the above technical solution, when it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, the mode change synchronizer is controlled to switch from pure electric mode to power split mode, and the clutch is controlled to be in the open state. During the mode change synchronizer shifting, the engine can be started at the same time, realizing that the engine starting operation and the mode change synchronizer action are carried out simultaneously, further reducing the time consumed by mode switching.

[0010] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, when it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, controlling the vehicle's clutch to be in an open state includes: when it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, sending an engine start-stop type request, a target operating mode request, and a current operating mode request to the TCU, so that the TCU controls the vehicle's clutch to be in an open state upon receiving the engine start-stop type request, the target operating mode request, and the current operating mode request; wherein, the start-stop type carried by the engine start-stop type request is starter motor start, the target operating mode carried by the target operating mode request is power split mode, and the current operating mode carried by the current operating mode request is pure electric four-wheel drive mode.

[0011] In combination with the first aspect and the above implementation methods, in some possible implementation methods, controlling the vehicle's mold-changing synchronizer to switch from pure electric mode to power-split mode includes: sending a target operating mode request, a shift permission request for the mold-changing synchronizer, and a target gear request to the TCU, so that the TCU, upon receiving the target operating mode request, the shift permission request, and the target gear request, controls the vehicle's mold-changing synchronizer to switch from pure electric mode to power-split mode; wherein, the target operating mode carried in the target operating mode request is power-split mode, and the target gear request carried in the target gear request is power-split mode.

[0012] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, when it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, the method further includes: sending an engine start-stop type request to the vehicle's EMS; wherein the start-stop type carried in the engine start-stop type request is starter motor start; and controlling engine start based on starter motor when the clutch is in the open state, including: sending an engine start request to the EMS when the clutch is in the open state, so that the EMS controls engine start based on starter motor when it receives the engine start-stop type request and the engine start request.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, when it is determined that the engine has been started and the gear of the mold change synchronizer is in the power split gear, controlling the clutch to close includes: when it is determined that the engine has been started and the gear of the mold change synchronizer is in the power split gear, controlling the front drive motor of the vehicle to rotate based on the target speed; determining the difference between the actual speed of the front drive motor and the target speed; and controlling the clutch to close when the difference is less than a preset difference.

[0014] In the above technical solution, after the engine starts, by controlling the rotation of the front drive motor, the difference between the clutch speed and the target speed is made less than a preset difference. This synchronizes the speeds of the front drive motor and the engine, reducing the impact and vibration during clutch engagement and ensuring smooth mode switching. If the clutch closes when the speeds are mismatched, it may cause impact between gears, increasing wear. By controlling the rotation of the front drive motor, this wear can be reduced, extending the lifespan of the clutch and transmission system.

[0015] Combining the first aspect and the above implementation methods, in some possible implementation methods, when it is determined that the engine has finished starting and the gear of the mold-changing synchronizer is in the power split gear, controlling the front drive motor of the vehicle to rotate based on the target speed includes: when it is determined that the engine has finished starting and the gear of the mold-changing synchronizer is in the power split gear, sending a speed control activation request, a target speed request, and a gear shift permission request of the mold-changing synchronizer to the vehicle's FMCU, so that the FMCU enters the speed control mode upon receiving the speed control activation request, the target speed request, and the gear shift permission request, and controls the front drive motor to rotate based on the target speed upon entering the speed control mode.

[0016] In the above technical solution, after confirming that the engine has started and the mold-changing synchronizer is in power split mode, multiple specific control requests are sent to the FMCU, including a speed control activation request, a target speed request, and a shift permission request. This causes the FMCU to enter speed control mode, controlling the front drive motor to rotate based on the target speed, thus achieving precise control of the front drive motor speed. Furthermore, sending a shift permission request from the mold-changing synchronizer to the FMCU indicates that the FMCU is currently allowed to control the front drive motor, rather than sending a new command. This avoids additional command sending and processing, reduces the number of commands, simplifies the control logic, reduces system complexity, allows the system to respond faster, and improves the response speed of the entire vehicle control system.

[0017] In combination with the first aspect and the above implementation methods, in some possible implementation methods, when the difference is less than a preset difference, controlling the clutch to close includes: when the difference is less than the preset difference, sending a speed control inactivation request to the FMCU so that the FMCU switches to torque control mode after receiving the speed control inactivation request; and controlling the clutch to close when it is determined that the difference is less than the preset difference and the FMCU switches to torque control mode.

[0018] In summary, when the vehicle starts, if it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, the clutch of the vehicle is kept open to maintain the independence of the engine and motor. The engine is started by the starter motor. Compared with the traditional method of starting the engine by driving the front drive motor, it is not necessary to first disengage the front axle and then engage the front axle after the engine starts. The starter motor directly starts the engine, shortening the link in the mode switching process, reducing the time consumed by mode switching, and reducing the delay when starting the vehicle. Furthermore, when it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, the mode switching synchronizer can also be controlled to switch from pure electric mode to power split mode at the same time, realizing the simultaneous operation of engine starting and mode switching synchronizer operation, further reducing the time consumed by mode switching. Sending a shift permission request of the mode switching synchronizer to the FMCU to indicate that the FMCU is allowed to control the front drive motor to rotate, instead of sending a new command, avoids additional command sending and processing, reduces the number of commands, simplifies the control logic, reduces system complexity, and enables the system to respond faster, improving the response speed of the entire vehicle control system.

[0019] Secondly, a device for switching vehicle modes is provided, comprising: a determination module for determining whether the vehicle needs to switch from a pure electric four-wheel drive mode to a power-split mode when the vehicle starts; wherein, in the power-split mode, the vehicle's engine is in a driving state, the front drive motor is in a generating state, the rear drive motor is in a driving state, and the clutch is in a closed state; a first control module for controlling the vehicle's clutch to be in an open state when it is determined that the vehicle needs to switch from a pure electric four-wheel drive mode to a power-split mode; a starting module for starting the vehicle's engine based on a starter motor when the clutch is in an open state; and a second control module for controlling the clutch to be closed when it is determined that the engine has finished starting, so as to switch the vehicle from a pure electric four-wheel drive mode to a power-split mode.

[0020] In conjunction with the second aspect, in some possible implementations, the vehicle includes a mold-changing synchronizer, the mold-changing synchronizer having two gears: a pure electric gear and a power split gear; in power split mode, the mold-changing synchronizer is in the power split gear; in pure electric four-wheel drive mode, the mold-changing synchronizer is in the pure electric gear; the device also includes: a third control module for controlling the mold-changing synchronizer to switch from the pure electric gear to the power split gear; the second control module is specifically used to control the clutch to close when it is determined that the engine has finished starting and the mold-changing synchronizer is in the power split gear.

[0021] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the first control module is specifically used to send an engine start-stop type request, a target operating mode request, and a current operating mode request to the TCU when it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, so that the TCU controls the vehicle's clutch to be in the open state when it receives the engine start-stop type request, the target operating mode request, and the current operating mode request; wherein, the start-stop type carried by the engine start-stop type request is starter motor start, the target operating mode carried by the target operating mode is power split mode, and the current operating mode carried by the current operating mode request is pure electric four-wheel drive mode.

[0022] In combination with the second aspect and the above implementation methods, in some possible implementation methods, the third control module is specifically used to send a target operating mode request, a shift permission request for the mode-changing synchronizer, and a target gear request to the TCU, so that when the TCU receives the target operating mode request, the shift permission request, and the target gear request, it controls the vehicle's mode-changing synchronizer to switch from pure electric mode to power split mode; wherein, the target operating mode carried by the target operating mode request is power split mode, and the target gear request carried by the target gear is power split mode.

[0023] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the device further includes: a sending module, used to send an engine start-stop type request to the vehicle's EMS when it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode; wherein the start-stop type carried in the engine start-stop type request is starter motor start; the starting module is specifically used to send an engine start request to the EMS when the clutch is in the open state, so that the EMS, upon receiving the engine start-stop type request and the engine start request, controls the engine to start based on the starter motor.

[0024] 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 target speed when it is determined that the engine has been started and the gear of the mold change synchronizer is the power split gear; determine the difference between the actual speed of the front drive motor and the target speed; and control the clutch to close when the difference is less than the preset difference.

[0025] 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 speed control activation request, a target speed request, and a shift permission request for the mold change synchronizer to the vehicle's FMCU when it is determined that the engine has been started and the gear of the mold change synchronizer is the power split gear. This allows the FMCU to enter the speed control mode upon receiving the speed control activation request, the target speed request, and the shift permission request, and to control the front drive motor to rotate based on the target speed when it enters the speed control mode.

[0026] 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 speed control inactivation request to the FMCU when the difference is less than a preset difference, so that the FMCU switches to torque control mode after receiving the speed control inactivation request; and control the clutch to close when it is determined that the difference is less than the preset difference and the FMCU switches to torque control mode.

[0027] 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.

[0028] 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.

[0029] 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

[0030] Figure 1 This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application.

[0031] Figure 2 This is a schematic flowchart illustrating a method for switching vehicle modes provided in an embodiment of this application.

[0032] Figure 3 This is a schematic diagram of a device for switching vehicle modes provided in an embodiment of this application.

[0033] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0034] 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.

[0035] 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.

[0036] Figure 1 This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] In pure electric four-wheel drive mode, engine 101 is off, 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] 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.

[0049] When a vehicle based on the above architecture needs to switch from pure electric four-wheel drive mode to power split mode during start-up, the front axle needs to be disengaged (i.e., S0 and S2 are disengaged), and then the engine is started using the front drive motor. Understandably, in pure electric four-wheel drive mode, the front drive motor is already running, so when switching to power split mode to start the engine, the front drive motor's speed can be directly used to start the engine, improving energy efficiency. However, after starting the engine using the above method, the vehicle still needs to control the shift synchronizer to shift from pure electric mode to power split mode, and finally control the front axle shift synchronizer to engage. Only after engaging the gear can the engine output torque be controlled. The entire mode switching process is relatively long, resulting in a delay in starting power output.

[0050] Based on this, this application proposes a method for switching vehicle modes to shorten the mode switching process link, reduce switching time, and reduce output power delay.

[0051] Figure 2 This is a schematic flowchart illustrating a method for switching vehicle modes provided in an embodiment of this application. This method is applied to... Figure 1 The vehicle shown.

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

[0053] Step 201: When the vehicle starts, determine whether the vehicle needs to switch from pure electric four-wheel drive mode to power split mode.

[0054] In the power split mode, the vehicle's engine is in driving mode, the front drive motor is in generating mode, the rear drive motor is in driving mode, and the clutch is in closed mode.

[0055] Step 202: When it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, control the vehicle's clutch to be in the open state.

[0056] Step 203: With the clutch in the open position, start the vehicle's engine using the starter motor;

[0057] Step 204: After confirming that the engine has started, control the clutch to close so that the vehicle switches from pure electric four-wheel drive mode to power split mode.

[0058] exist Figure 2 In the illustrated embodiment, when the vehicle starts and it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, the vehicle's clutch is kept open to keep the engine and motor independent. The engine is started by the starter motor, unlike the traditional method of starting the engine by the front drive motor, which requires disengaging the front axle first and then engaging the gear after the engine starts. Starting the engine by the starter motor does not require disengaging the front axle, and there is no need to engage the gear again after the engine starts. This shortens the link in the mode switching process, reduces the time consumed by mode switching, and reduces the delay when the vehicle starts.

[0059] In step 201, in pure electric four-wheel drive mode, the vehicle's engine is off, clutch C1 is open, the front drive motor is in drive mode, synchronizer S0 or synchronizer S2 is engaged, synchronizer S1 is engaged in pure electric mode, and motor P4 is in drive mode.

[0060] Understandably, the vehicle is currently in the initial stage, and the front drive motor is in driving mode but has not yet started outputting torque.

[0061] In power split mode, the vehicle's engine is in driving mode, clutch C1 is in closed mode, the front drive motor is in generating mode, synchronizer S0 or synchronizer S2 is engaged, synchronizer S1 is engaged in power split mode, and P4 motor is in driving mode.

[0062] If the vehicle's current mode is determined to be pure electric four-wheel drive when starting, it can be determined whether the vehicle needs to switch to power split mode. Specifically, if the vehicle's current mode is determined to be pure electric four-wheel drive when starting, the remaining charge of the vehicle's high-voltage battery can be obtained, and it can be determined whether the remaining charge is less than a preset threshold. If the remaining charge is determined to be less than the preset threshold, it can be determined whether the vehicle needs to switch to power split mode.

[0063] It is understandable that the vehicle may be in pure electric four-wheel drive mode when starting. However, the vehicle needs the remaining charge of the high-voltage battery to be higher than a certain threshold to ensure the vehicle's range when operating in pure electric four-wheel drive mode. When the vehicle starts, if the remaining charge of the high-voltage battery is less than the preset threshold, it can be determined that the high-voltage battery cannot meet the vehicle's driving needs. At this time, the vehicle needs to switch to power split mode to start the engine. The engine and the high-voltage battery will output power to drive the vehicle at the same time. In addition, in power split mode, the engine can also drive the front drive motor to generate electricity and charge the high-voltage battery.

[0064] In step 202, it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode. This means that the current operating mode of the vehicle is determined to be pure electric four-wheel drive mode, and the target operating mode to be switched to is power split mode.

[0065] In pure electric four-wheel drive mode, the clutch is in the open state. Keeping the clutch in the open state means keeping the clutch in the open state.

[0066] In some embodiments, the vehicle's engine is in a stopped state in pure electric four-wheel drive mode and in a driven state in power split mode. When it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, it can also be determined that the vehicle currently needs to start the engine.

[0067] In some embodiments, Figure 1 The control units in the hybrid vehicle shown may include: a 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.

[0068] In one possible implementation, when it is determined that the vehicle needs to switch to power split mode, controlling the vehicle's clutch to be in an open state includes: when it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, sending an engine start-stop type request, a target operating mode request, and a current operating mode request to the TCU, so that the TCU controls the vehicle's clutch to be in an open state upon receiving the engine start-stop type request, the target operating mode request, and the current operating mode request; wherein the start-stop type carried by the engine start-stop type request is starter motor start, the target operating mode carried by the target operating mode is power split mode, and the target operating mode carried by the current operating mode request is pure electric four-wheel drive mode.

[0069] Once it's determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, the current operating mode can be identified as pure electric four-wheel drive mode, and the target operating mode to be switched to is power split mode. Therefore, the target operating mode request sent to the TCU carries the target operating mode as power split mode, and the current operating mode request carries the current operating mode as pure electric four-wheel drive mode.

[0070] In pure electric four-wheel drive mode, the engine is in a stopped state, meaning the vehicle's engine is currently off. In power split mode, the engine is in a driving state, meaning the vehicle needs to start the engine to switch to power split mode. When the vehicle starts the engine using the starter motor, the vehicle does not need to engage the clutch, nor does it need to disengage the front axle to start the engine and then re-engage the gear. To shorten the mode switching link and reduce switching time, the vehicle can be started using the starter motor. The starter motor refers to the 12V motor in the vehicle used to start the engine. Therefore, the engine start / stop type sent to the TCU is starter motor start.

[0071] When the vehicle starts, if it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, the HCU sends an engine start-stop type request to the TCU, which carries the engine start-stop type as starter motor start, a target operation mode request which carries the target operation mode as power split mode, and a current operation mode request which carries the current operation mode as pure electric four-wheel drive mode.

[0072] When the TCU receives the engine start-stop type request, target operating mode request, and current operating mode request from the HCU, it determines that the vehicle starts based on the starter motor and does not require the front drive motor to drive the engine to start. The engine can start independently. At this time, the TCU controls the vehicle's clutch C1 to remain open so that the engine can remain independent.

[0073] In one possible implementation, the vehicle further includes a mold-switching synchronizer, the mold-switching synchronizer having two gears: a pure electric gear and a power split gear; in the power split mode, the mold-switching synchronizer is in the power split gear; in the pure electric four-wheel drive mode, the mold-switching synchronizer is in the pure electric gear; when it is determined that the vehicle needs to switch from the pure electric four-wheel drive mode to the power split mode, the method further includes: controlling the mold-switching synchronizer to switch from the pure electric gear to the power split gear.

[0074] The vehicle also includes a mold-changing synchronizer, i.e. Figure 1 The synchronizer S1 shown includes a pure electric mode and a power split mode. When the vehicle's operating mode is pure electric four-wheel drive mode, the synchronizer is engaged in the pure electric mode; when the vehicle's operating mode is power split mode, the synchronizer is engaged in the power split mode.

[0075] As in the above embodiment, it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode; that is, the current operating mode of the vehicle is determined to be pure electric four-wheel drive mode, and the target operating mode to be switched to is power split mode. Therefore, when it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, it can be determined that the mode-changing synchronizer needs to switch from pure electric mode to power split mode. At this time, the vehicle controls the mode-changing synchronizer to switch from pure electric mode to power split mode.

[0076] In the above method, when it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, the mode switching synchronizer is controlled to switch from pure electric mode to power split mode, and the clutch is controlled to be in the open state. During the mode switching process, the engine can be started at the same time, realizing that the engine starting operation and the mode switching synchronizer operation are carried out simultaneously, further reducing the time consumed by mode switching.

[0077] In one possible implementation, controlling the vehicle's mold-changing synchronizer to switch from pure electric mode to power-split mode includes: sending a target operating mode request, a shift permission request for the mold-changing synchronizer, and a target gear request to the TCU, so that the TCU, upon receiving the target operating mode request, shift permission request, and target gear request, controls the vehicle's mold-changing synchronizer to switch from pure electric mode to power-split mode; wherein the target operating mode carried in the target operating mode request is power-split mode, and the target gear request carried in the target gear is power-split mode.

[0078] When it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, the target gear of the mode-changing synchronizer can be determined to be the power split gear. At this time, a target operating mode request carrying the target operating mode as power split mode and a target gear request carrying the target gear as power split gear can be sent to the TCU. When it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, it can also be determined that the current mode-changing synchronizer can start shifting, and a shift permission command can be sent.

[0079] Specifically, when the vehicle starts, if it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, the vehicle's HCU sends a target operating mode request with the target operating mode being power split mode, a shift permission request with the mode change synchronizer, and a target gear request with the target gear being power split gear to the vehicle's TCU.

[0080] When the TCU receives the target operation mode request, the shift permission request of the mold change synchronizer, and the target gear request from the HCU, it determines that the current gear of the mold change synchronizer needs to be switched to the power shunt gear. At this time, the TCU controls the mold change synchronizer S1 to switch from the pure electric gear to the power shunt gear.

[0081] In step 203, the clutch is in the open state, and the engine, transmission, and front drive motor are all disconnected. At this time, the starter motor in the vehicle is started. When the starter motor rotates, it drags the engine to rotate, thereby starting the engine.

[0082] As in the above embodiment, the starter motor is a 12V motor installed in the vehicle to start the engine. The vehicle is also equipped with a 12V low-voltage battery. When the clutch is in the open state, the 12V low-voltage battery can be controlled to supply power to the starter motor so that the starter motor can rotate.

[0083] In one possible implementation, when it is determined that the vehicle needs to switch to power split mode, the method further includes: sending an engine start-stop type request to the vehicle's EMS; wherein the start-stop type carried in the engine start-stop type request is starter motor start; and controlling engine start based on starter motor when the clutch is in the open state, including: sending an engine start request to the EMS when the clutch is in the open state, so that the EMS controls engine start based on starter motor when it receives the engine start-stop type request and the engine start request.

[0084] Among them, EMS is a system in the vehicle used to control and optimize engine performance. When it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, it is determined that the vehicle needs to start the engine. HCU can also send an engine start-stop type request with the engine start-stop type being starter motor start to the vehicle's EMS, so that EMS can determine that the engine needs to be started based on the starter motor.

[0085] In the above embodiments, when the TCU controls the clutch to be in the open state, the TCU can send a clutch current state request to the HCU, which carries the clutch current state as open. When the HCU receives the clutch current state request sent by the TCU, it determines that the clutch is in the open state.

[0086] Once the HCU determines that the clutch is open and that the engine, transmission, and front drive motor are all disconnected, the vehicle's engine can be started using the starter motor. At this point, the HCU sends an engine start request to the vehicle's EMS.

[0087] After receiving the engine start / stop type request and engine start request from the HCU, the EMS begins to control the starter motor to rotate in order to drive the engine to start.

[0088] The specific steps of EMS for starting a vehicle's engine based on the starter motor include: controlling the engine's fuel pump to operate so that the fuel pump delivers fuel to the engine's injectors to build up fuel pressure; controlling the starter motor to start so that the starter motor drives the engine to rotate; and controlling the injectors to inject fuel and control the engine to ignite when the engine speed is equal to a preset speed.

[0089] The engine includes a fuel pump that delivers fuel for combustion and power output. Upon receiving a start request from the HCU indicating the engine start / stop type as starter motor start, the EMS controls the fuel pump to begin operating. The fuel pump delivers fuel from the tank to the engine injectors to build up fuel pressure. Simultaneously, the EMS controls the 12V low-voltage battery to supply power to the starter motor, which then begins to rotate. The rotating starter motor drives the engine.

[0090] EMS monitors the engine speed in real time after the engine starts running, and when the engine speed reaches the preset speed (e.g., 200 rpm), it controls the fuel injectors to inject fuel and controls the engine to ignite, thus completing the engine start-up.

[0091] The preset engine speed, also known as the calibration threshold, refers to the minimum engine speed that the engine must reach during startup. This value is determined through calibration and testing. By controlling the engine speed to reach a preset calibration threshold before ignition, the process ensures that the engine operates smoothly and reliably during startup.

[0092] In some embodiments, when the actual engine speed reaches the calibration threshold (e.g., 200 rpm), the HCU can also set the engine start-stop mode to "Firing", indicating that the current engine needs to be ignited; after the engine torque architecture is activated (i.e., the engine is ignited), the HCU can set the engine start-stop mode to "Transmit Torque", indicating that the engine can start transmitting torque.

[0093] In some embodiments, after the engine is ignited, the HCU determines that the engine has started successfully. At this point, the engine start request is no longer needed, and the engine start request can be reset, for example, the engine start request can be reset to NO Request.

[0094] Understandably, after the engine has started, the clutch is not yet engaged, and the engine does not need to output torque. At this time, the engine torque can be controlled to 0 Nm, that is, the engine can be controlled to maintain idle speed.

[0095] In step 204, in power split mode, the clutch is engaged, and the engine outputs power to the front wheels of the vehicle through the clutch and transmission, driving the vehicle. After confirming that the engine has started, clutch engagement can be controlled to keep the clutch engaged and allow the engine to output power.

[0096] In one possible implementation, controlling the clutch to close when it is determined that the engine has finished starting includes: controlling the clutch to close when it is determined that the engine has finished starting and the gear of the mold change synchronizer is the power split gear.

[0097] As in the above embodiment, the vehicle also includes a mode-switching synchronizer. When it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, the mode-switching synchronizer also needs to be switched from pure electric mode to power split mode.

[0098] After the TCU controls the mold-changing synchronizer S1 to switch from pure electric mode to power split mode, it detects whether the current actual gear position of the mold-changing synchronizer S1 is the power split mode. If it detects that the current actual gear position of the mold-changing synchronizer S1 is the power split mode and confirms that the engine has been started, it controls the clutch to close.

[0099] In some embodiments, the EMS can send an engine status request indicating that the engine has been started to the HCU when it is determined that the engine has been started. After receiving the engine status request, the HCU sends the engine status request to the TCU, so that the TCU can determine that the engine has been started when it receives the engine status request.

[0100] In one possible implementation, when it is determined that the engine has started and the gear of the mold-changing synchronizer is in the power split gear, controlling the clutch to close includes: when it is determined that the engine has started and the gear of the mold-changing synchronizer is in the power split gear, controlling the front drive motor of the vehicle to rotate based on the target speed; determining the difference between the actual speed of the front drive motor and the target speed; and controlling the clutch to close when the difference is less than a preset difference.

[0101] The target speed can be determined based on the engine's current speed. In the above embodiment, after the engine starts, it is controlled to maintain idle speed, and the target speed can be determined based on the engine's idle speed. For example, a calibration value that makes the gears on both sides of clutch C1 rotate at the same speed can be determined in advance based on the engine and the front drive motor, and the target speed is obtained by adding the engine's idle speed to the calibration value.

[0102] like Figure 1 As shown, the two sides of clutch C1 are the engine and the front drive motor, respectively. The vehicle is currently in the starting phase; although the front drive motor is in a driving state, it is not yet rotating. Therefore, before controlling clutch C1 to close, it is necessary to obtain the current engine speed, determine the target speed based on the current engine speed, and control the front drive motor to rotate based on the target speed.

[0103] Understandably, when the clutch is engaged, the speed difference between the gears on both sides of the clutch needs to be less than a certain threshold to ensure smooth clutch engagement. Therefore, after controlling the rotation of the front drive motor, it is necessary to keep the speed of the front drive motor as close as possible to the target speed.

[0104] During the rotation of the front drive motor, the actual speed of the front drive motor is monitored in real time, the difference between the actual speed and the target speed is calculated, and if the difference is less than the preset difference, it is determined that the clutch can be controlled to close, and the clutch closure is controlled to close.

[0105] For example, the target speed is 400 rpm, and the preset difference is 100 rpm. During the operation of the front-drive motor, the actual speed of the front-drive motor is detected to be 350 rpm. The difference is calculated as: target speed 400 rpm - actual speed 350 rpm = 50 rpm. This 50 rpm difference is less than the preset difference of 100 rpm. At this point, the clutch is engaged.

[0106] In the above method, after the engine starts, by controlling the rotation of the front drive motor to ensure that the difference between the clutch speed and the target speed is less than a preset difference, the speeds of the front drive motor and the engine can be synchronized, reducing the impact and vibration during clutch engagement and ensuring smooth mode switching. If the clutch closes when the speeds are mismatched, it may cause impact between gears, increasing wear. By controlling the rotation of the front drive motor, this wear can be reduced, extending the life of the clutch and transmission system.

[0107] In one possible implementation, when it is determined that the engine has started and the gear of the mold-changing synchronizer is in the power split gear, controlling the front drive motor of the vehicle to rotate based on the target speed includes: when it is determined that the engine has started and the gear of the mold-changing synchronizer is in the power split gear, sending a speed control activation request, a target speed request, and a shift permission request to the vehicle's FMCU, so that the FMCU enters the speed control mode upon receiving the speed control activation request, the target speed request, and the shift permission request, and controls the front drive motor to rotate based on the target speed upon entering the speed control mode.

[0108] The FMCU is used to control the operation of the vehicle's front drive motor. Once it's determined that the engine has started and the mold-changing synchronizer is in power split mode, it can be determined that the clutch needs to be engaged. Before engaging the clutch, the front drive motor needs to be controlled to rotate. At this point, a speed control activation request and a target speed request can be sent to the FMCU. The target speed request includes the target speed at which the front drive motor needs to be controlled.

[0109] Understandably, the shift permission request of the mode change synchronizer can indicate that the vehicle is currently allowed to shift to power split mode. Switching to power split mode requires closing the clutch, which means controlling the front drive motor to rotate. A shift permission request can be sent to the FMCU to indicate that the front drive motor is currently allowed to rotate.

[0110] Specifically, the vehicle's TCU sends a speed control activation request, a target speed request, and a shift permission request to the FMCU. Upon receiving the shift permission request and speed control activation request from the TCU, the FMCU enters speed control mode, indicating that the FMCU controls the front drive motor to rotate.

[0111] After the FMCU enters the speed control mode and receives the target speed request sent by the TCU, the FMCU controls the front drive motor to rotate to follow the target speed.

[0112] In the above method, after confirming that the engine has started and the mold-changing synchronizer is in power split mode, multiple specific control requests are sent to the FMCU, including a speed control activation request, a target speed request, and a shift permission request. This causes the FMCU to enter speed control mode, controlling the front drive motor to rotate based on the target speed, thus achieving precise control of the front drive motor speed. Furthermore, sending a shift permission request from the mold-changing synchronizer to the FMCU indicates that the FMCU is currently allowed to control the front drive motor, rather than sending a new command. This avoids additional command sending and processing, reduces the number of commands, simplifies the control logic, reduces system complexity, allows the system to respond faster, and improves the response speed of the entire vehicle control system.

[0113] In one possible implementation, controlling the clutch to close when the difference is less than a preset difference includes: sending a speed control deactivation request to the FMCU when the difference is less than the preset difference, so that the FMCU switches to torque control mode after receiving the speed control deactivation request; and controlling the clutch to close when it is determined that the difference is less than the preset difference and the FMCU switches to torque control mode.

[0114] In this mode, the FMCU switches to torque control mode, indicating that the FMCU no longer controls the rotation of the front drive motor.

[0115] The TCU detects the actual speed of the motor and determines that the difference between the actual speed and the target speed is less than the preset speed (e.g., 100 rpm). Once the clutch is engaged, the engine starts to output torque and drives the front drive motor to generate electricity through the clutch. At this time, the FMCU does not need to control the front drive motor to rotate, and the TCU can send a speed control inactivation request to the FMCU.

[0116] After receiving the speed control inactivation request from the TCU, the FMCU determines that the engine needs to output torque and starts to drive the front drive motor to rotate. The FMCU no longer needs to control the rotation of the front drive motor. At this time, the FMCU switches to torque control mode.

[0117] When the TCU detects that the difference between the actual speed and the target speed of the front drive motor is lower than a preset difference (e.g., 100 rpm) and detects that the FMCU has switched to torque control mode, it controls the clutch C1 to begin closing.

[0118] In some embodiments, after determining that the clutch is engaged, the TCU sends a request to the HCU indicating that the clutch is engaged, so that the HCU can confirm that the clutch is engaged. After the HCU confirms that the clutch is engaged, it determines that the vehicle has switched from pure electric four-wheel drive mode to power mode, that is, the vehicle has completed the mode switch. At this time, the HCU sends a shift disallowed request to the FMCU.

[0119] In some embodiments, after the HCU determines that the clutch is engaged, it determines that the vehicle has switched from pure electric four-wheel drive mode to power split mode, and determines that the current actual operating mode of the vehicle is power split mode. The HCU sends the current actual operating mode of the vehicle to the TCU so that the TCU can determine that the current actual operating mode of the vehicle is power split mode.

[0120] In summary, when the vehicle starts, if it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, the clutch of the vehicle is kept open to maintain the independence of the engine and motor. The engine is started by the starter motor. Compared with the traditional method of starting the engine by driving the front drive motor, it is not necessary to first disengage the front axle and then engage the front axle after the engine starts. The starter motor directly starts the engine, shortening the link in the mode switching process, reducing the time consumed by mode switching, and reducing the delay when starting the vehicle. Furthermore, when it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, the mode switching synchronizer can also be controlled to switch from pure electric mode to power split mode at the same time, realizing the simultaneous operation of engine starting and mode switching synchronizer operation, further reducing the time consumed by mode switching. Sending a shift permission request of the mode switching synchronizer to the FMCU to indicate that the FMCU is allowed to control the front drive motor to rotate, instead of sending a new command, avoids additional command sending and processing, reduces the number of commands, simplifies the control logic, reduces system complexity, and enables the system to respond faster, improving the response speed of the entire vehicle control system.

[0121] Figure 3 This is a schematic diagram of a device for switching vehicle modes provided in an embodiment of this application.

[0122] For example, such as Figure 3 As shown, the device 300 includes:

[0123] The judgment module 301 is used to determine whether the vehicle needs to switch from pure electric four-wheel drive mode to power split mode when the vehicle starts; wherein, in power split mode, the vehicle's engine is in driving state, the front drive motor is in generating state, the rear drive motor is in driving state, and the clutch is in closed state.

[0124] The first control module 302 is used to control the vehicle's clutch to be in the open state when it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode.

[0125] The starting module 303 is used to start the vehicle's engine using a starter motor when the clutch is in the open position.

[0126] The second control module 304 is used to control the clutch to close when it is determined that the engine has finished starting, so as to switch the vehicle from pure electric four-wheel drive mode to power split mode.

[0127] In one possible implementation, the vehicle includes a mold-changing synchronizer, which has two gears: a pure electric gear and a power split gear. In the power split mode, the mold-changing synchronizer is in the power split gear. In the pure electric four-wheel drive mode, the mold-changing synchronizer is in the pure electric gear. The device also includes a third control module for controlling the mold-changing synchronizer to switch from the pure electric gear to the power split gear. The second control module 304 is specifically used to control the clutch to close when it is determined that the engine has started and the mold-changing synchronizer is in the power split gear.

[0128] In one possible implementation, the first control module 302 is specifically used to send an engine start-stop type request, a target operating mode request, and a current operating mode request to the TCU when it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode, so that the TCU controls the vehicle's clutch to be in the open state upon receiving the engine start-stop type request, target operating mode request, and current operating mode request; wherein the start-stop type carried by the engine start-stop type request is starter motor start, the target operating mode carried by the target operating mode is power split mode, and the current operating mode carried by the current operating mode request is pure electric four-wheel drive mode.

[0129] In one possible implementation, the third control module is specifically used to send a target operating mode request, a shift permission request for the mode-changing synchronizer, and a target gear request to the TCU, so that the TCU, upon receiving the target operating mode request, shift permission request, and target gear request, controls the vehicle's mode-changing synchronizer to switch from pure electric mode to power split mode; wherein, the target operating mode carried by the target operating mode request is power split mode, and the target gear request carried by the target gear is power split mode.

[0130] In one possible implementation, the device further includes: a sending module, configured to send an engine start-stop type request to the vehicle's EMS when it is determined that the vehicle needs to switch from pure electric four-wheel drive mode to power split mode; wherein the start-stop type carried in the engine start-stop type request is starter motor start; the starting module 303 is specifically configured to send an engine start request to the EMS when the clutch is in the open state, so that the EMS, upon receiving the engine start-stop type request and the engine start request, controls the engine to start based on the starter motor.

[0131] In one possible implementation, the second control module 304 is specifically used to: control the front drive motor of the vehicle to rotate based on the target speed when it is determined that the engine has started and the gear of the mold change synchronizer is in the power split gear; determine the difference between the actual speed of the front drive motor and the target speed; and control the clutch to close when the difference is less than a preset difference.

[0132] In one possible implementation, the second control module 304 is specifically used to send a speed control activation request, a target speed request, and a shift permission request for the mold change synchronizer to the vehicle's FMCU when it is determined that the engine has been started and the gear of the mold change synchronizer is the power split gear. This allows the FMCU to enter the speed control mode upon receiving the speed control activation request, the target speed request, and the shift permission request, and to control the front drive motor to rotate based on the target speed when it enters the speed control mode.

[0133] In one possible implementation, the second control module 304 is specifically used to send a speed control deactivation request to the FMCU when the difference is less than a preset difference, so that the FMCU switches to torque control mode after receiving the speed control deactivation request; and control the clutch to close when it is determined that the difference is less than the preset difference and the FMCU switches to torque control mode.

[0134] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0135] 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 method for switching vehicle modes.

[0136] 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 method for switching vehicle modes provided in embodiments of this application.

[0137] 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.

[0138] When each functional module is divided according to its corresponding function, the device may further include a judgment module, a first control module, a start 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.

[0139] It should be understood that the device provided in this embodiment is used to execute the above-described method for switching vehicle modes, and therefore can achieve the same effect as the above-described implementation method.

[0140] 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.

[0141] 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 microprocessors, etc., and the storage module may be a memory.

[0142] In addition, the device provided in the embodiments of this application may specifically be a chip, a module, or a 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 method for switching vehicle modes provided in the above embodiments.

[0143] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described method steps to implement a method for switching vehicle modes provided in the above embodiment.

[0144] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a method for switching vehicle modes provided in the above embodiment.

[0145] 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.

[0146] 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.

[0147] 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 modules may be combined or integrated into another apparatus, 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 apparatuses or units may be electrical, mechanical, or other forms.

[0148] 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 vehicle modes, characterized in that, The method includes: When the vehicle starts, it is determined whether the vehicle needs to switch from pure electric four-wheel drive mode to power split mode; wherein, in the power split mode, the vehicle's engine is in driving state, the front drive motor is in generating state, the rear drive motor is in driving state, and the clutch is in closed state. When it is determined that the vehicle needs to switch from the pure electric four-wheel drive mode to the power split mode, the clutch of the vehicle is controlled to be in the open state. With the clutch in the open position, the vehicle's engine is started using the starter motor; Once the engine has started, the clutch is controlled to engage, so that the vehicle switches from the pure electric four-wheel drive mode to the power split mode.

2. The method according to claim 1, characterized in that, The vehicle includes a mold-changing synchronizer, the mold-changing synchronizer having two gears: a pure electric gear and a power split gear; in the power split mode, the mold-changing synchronizer is in the power split gear; in the pure electric four-wheel drive mode, the mold-changing synchronizer is in the pure electric gear. When it is determined that the vehicle needs to switch from the pure electric four-wheel drive mode to the power split mode, the method further includes: Control the mode switching synchronizer to switch from the pure electric mode to the power shunt mode; The step of controlling the clutch to engage when it is determined that the engine has finished starting includes: Once it is determined that the engine has started and the gear of the mold change synchronizer is in the power split gear, the clutch is controlled to close.

3. The method according to claim 1 or 2, characterized in that, When it is determined that the vehicle needs to switch from the pure electric four-wheel drive mode to the power split mode, controlling the vehicle's clutch to be in the open state includes: When it is determined that the vehicle needs to switch from the pure electric four-wheel drive mode to the power split mode, an engine start-stop type request, a target operating mode request, and a current operating mode request are sent to the TCU, so that when the TCU receives the engine start-stop type request, the target operating mode request, and the current operating mode request, it controls the clutch of the vehicle to be in the open state. Among them, the start-stop type requested by the engine start-stop type is starter motor start, the target operation mode requested by the target operation mode is power split mode, and the current operation mode requested by the current operation mode is pure electric four-wheel drive mode.

4. The method according to claim 2, characterized in that, The method of controlling the vehicle's mode-switching synchronizer to switch from the pure electric mode to the power-split mode includes: Send a target operating mode request, a shift permission request for the mode change synchronizer, and a target gear request to the TCU, so that when the TCU receives the target operating mode request, the shift permission request, and the target gear request, it controls the vehicle's mode change synchronizer to switch from the pure electric mode to the power split mode; Wherein, the target operating mode requested is the power split mode, and the target gear requested is the power split gear.

5. The method according to claim 2, characterized in that, When it is determined that the vehicle needs to switch from the pure electric four-wheel drive mode to the power split mode, the method further includes: Send an engine start-stop type request to the vehicle's EMS; wherein the start-stop type carried in the engine start-stop type request is starter motor start; The step of starting the engine based on starter motor control when the clutch is in the open state includes: With the clutch in the open state, an engine start request is sent to the EMS, so that the EMS, upon receiving the engine start-stop type request and the engine start request, controls the engine to start based on the starter motor.

6. The method according to claim 2, characterized in that, The step of controlling the clutch to close when it is determined that the engine has finished starting and the gear of the mold change synchronizer is the power split gear includes: When it is determined that the engine has started and the gear of the mold changer is in the power split gear, the front drive motor of the vehicle is controlled to rotate based on the target speed. Determine the difference between the actual speed of the front drive motor and the target speed; If the difference is less than a preset difference, the clutch is controlled to close.

7. The method according to claim 6, characterized in that, The step of controlling the vehicle's front drive motor to rotate based on a target speed when it is determined that the engine has finished starting and the gear of the mold change synchronizer is in the power split gear includes: When it is determined that the engine has started and the gear of the mold-changing synchronizer is in the power split gear, a speed control activation request, a target speed request, and a gear shift permission request of the mold-changing synchronizer are sent to the vehicle's FMCU, so that the FMCU enters the speed control mode upon receiving the speed control activation request, the target speed request, and the gear shift permission request, and controls the front drive motor to rotate based on the target speed.

8. The method according to claim 7, characterized in that, The step of controlling the clutch to close when the difference is less than a preset difference includes: If the difference is less than a preset difference, a speed control inactivation request is sent to the FMCU, so that the FMCU switches to torque control mode after receiving the speed control inactivation request. If the difference is determined to be less than a preset difference and the FMCU switches to the torque control mode, the clutch is controlled to close.

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 8.

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 8.

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