A method of controlling gear shifting, a vehicle, and a storage medium

Abstract

This application provides a method, vehicle, and storage medium for controlling gear shifting. The method, applied in the field of vehicle technology, includes: when the vehicle's actual operating mode is a series mode, the actual gear position of the gear lever is P (Park), and the actual gear position of the transmission is a reference neutral, determining whether the vehicle's driving mode has switched from a non-4L mode to a 4L mode; wherein, the reference neutral is any neutral position other than the neutral between 1st and R (Reverse); if it is determined that the vehicle's driving mode has switched from a non-4L mode to a 4L mode, switching the actual gear position of the transmission from the reference neutral to the neutral between 1st and R. This method can shorten the gear shifting process chain during vehicle start-up, reduce shifting time, and reduce the delay in power output during vehicle start-up.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a method for controlling gear shifting, 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 include multiple operating modes and multiple driving modes. Under the same operating mode, the target gear that the vehicle needs to engage may be different depending on the driving mode.

[0004] If the driving mode changes when the vehicle starts, the target gear that the vehicle needs to engage will also change. This can easily lead to a longer gear shifting time due to the longer shifting process, resulting in a delay in power output when the vehicle starts. Summary of the Invention

[0005] This application provides a method for controlling gear shifting, a vehicle, and a storage medium. The method can shorten the gear shifting process link when the vehicle starts, reduce the shifting time, and reduce the delay in output power when the vehicle starts.

[0006] Firstly, a method for controlling gear shifting is provided. The method includes: when the actual operating mode of the vehicle is a series mode, the actual gear position of the gear lever is P, and the actual gear position of the transmission is a reference neutral, determining whether the driving mode of the vehicle has switched from a non-4L mode to a 4L mode; wherein, the reference neutral is the neutral position of the vehicle other than the neutral position between 1st gear and R; when it is determined that the driving mode of the vehicle has switched from a non-4L mode to a 4L mode, switching the actual gear position of the transmission from the reference neutral to the neutral position between 1st gear and R.

[0007] In the above technical solution, when the vehicle is in P gear in series mode and its actual gear is a reference neutral gear other than the neutral gear between 1st and R gears, after determining that the vehicle is switching from non-4L mode to 4L mode, the actual gear of the transmission is pre-shifted from the reference gear to the neutral gear between 1st and R gears while the vehicle is in P gear in series mode. Since the vehicle's gear sequence is 1-R-3-2, pre-shifting the actual gear of the transmission from the reference gear to the neutral gear between 1st and R gears allows the vehicle to directly engage 1st gear from the neutral gear between 1st and R gears when the actual gear lever is shifted to D gear for starting. This shortens the gear shifting process during vehicle start-up, reduces shifting time, and reduces the delay in power output during vehicle start-up.

[0008] In conjunction with the first aspect, in some possible implementations, after switching the actual gear position of the transmission from the reference neutral to the neutral position between 1st and R, the method further includes: when the actual gear position of the gear lever is switched to D and the target shift gear of the transmission is 1st, switching the actual gear position of the transmission from the neutral position between 1st and R to 1st to control vehicle start-up.

[0009] In the above technical solution, when the vehicle is in P gear in series mode, the actual gear of the transmission is switched from the reference neutral gear to the neutral gear between 1st gear and R gear in advance. When the actual gear of the vehicle gear lever is switched to D gear and the target gear of the transmission is 1st gear for starting, it can directly shift to 1st gear based on the neutral gear between 1st gear and R gear for starting, which shortens the gear shifting link when the vehicle starts and reduces the time of starting power output.

[0010] In combination with the first aspect and the above implementation methods, in some possible implementation methods, when it is determined that the vehicle's driving mode is switched from a non-4L mode to a 4L mode, the actual gear of the transmission is switched from the reference neutral to the neutral between 1st gear and R gear, including: when it is determined that the vehicle's driving mode is switched from a non-4L mode to a 4L mode, controlling the vehicle's clutch to open; and when the clutch is in the open state, switching the actual gear of the transmission from the reference neutral to the neutral between 1st gear and R gear.

[0011] In the above technical solution, when switching the actual gear of the transmission, the clutch is first controlled to open, and the actual gear of the transmission is switched only after it is confirmed that the clutch is in the open state. This ensures the safety of the vehicle when switching gears in the P gear of the series mode, and avoids the problem that when the clutch is not open, the engine power output will be directly transmitted to the transmission during the gear switching process because the engine is running in the series mode, which will cause impact to the locking mechanism inside the transmission and damage the internal parts of the transmission.

[0012] In combination with the first aspect and the above implementation methods, in some possible implementation methods, when it is determined that the vehicle's driving mode has switched from a non-4L mode to a 4L mode, controlling the vehicle's clutch to open includes: when it is determined that the vehicle's driving mode has switched from a non-4L mode to a 4L mode, controlling both the vehicle's front drive motor and engine to reduce torque; and when the actual torque of the front drive motor is less than or equal to a first target torque and the actual torque of the engine is less than or equal to a second target torque, controlling the clutch to open.

[0013] In the above technical solution, by controlling the actual torque of the front drive motor to be reduced to less than or equal to the first target torque, and the actual torque of the engine to be reduced to less than or equal to the second target torque, the clutch is then controlled to open. This reduces the inertia of the front drive motor and the engine after the clutch is opened, avoids the front drive motor and the engine from spinning excessively, reduces damage to the front drive motor and the engine, and improves the safety of vehicle gear shifting.

[0014] In combination with the first aspect and the above implementation methods, in some possible implementation methods, when the clutch is in the open state, switching the actual gear of the transmission from the reference neutral to the neutral between 1st gear and R gear includes: when the clutch is in the open state, sending a shift permission command to the vehicle's TCU, so that when the TCU receives the shift permission command, the actual gear of the transmission switches from the reference neutral to the neutral between 1st gear and R gear.

[0015] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, after switching the actual gear position of the transmission from the reference neutral to a neutral position between 1st and R gears when the clutch is in the open state, the method further includes: determining a target speed based on the actual engine speed of the vehicle when the actual gear position of the transmission is switched from the reference neutral to a neutral position between 1st and R gears; controlling the rotation of the vehicle's front drive motor based on the target speed; calculating the speed difference between the actual speed of the front drive motor and the target speed; and controlling the clutch to close when the speed difference is less than a preset speed difference.

[0016] In the above technical solution, after the gearbox shifts gears, controlling the clutch engagement ensures that the vehicle's actual operating mode remains in series mode, avoiding logical confusion in the operating mode. When controlling clutch engagement, the target speed is determined based on the engine's actual speed to control the front drive motor's rotation. This reduces the speed difference between the two ends of the clutch, ensuring safe and smooth clutch engagement, avoiding impacts or vibrations during clutch engagement, and improving driving comfort and vehicle stability.

[0017] Combining the first aspect and the above implementation methods, in some possible implementation methods, the preset speed difference includes a first speed difference and a second speed difference, the second speed difference being less than the first speed difference. When the speed difference is less than the preset speed difference, controlling the clutch to close includes: when the speed difference is less than the first speed difference, determining whether the engine speed is greater than a preset speed; when it is determined that the engine speed is greater than the preset speed, controlling the clutch to precharge; and when the clutch has completed precharging, controlling the clutch to increase torque to a preset torque based on a preset gradient to control clutch slippage; and when the clutch is in a slippage state, if the speed difference is detected to be less than the second speed difference, controlling the clutch to close.

[0018] In the above technical solution, ensuring the engine speed is higher than a preset speed ensures sufficient power reserve for smooth clutch engagement. Controlling clutch engagement afterward prevents the engine from stalling due to insufficient power at lower engine speeds. Controlling clutch slippage before clutch engagement reduces the impact during engagement. Furthermore, gradually increasing torque based on a preset gradient ensures smooth power transmission, avoiding shocks from abrupt torque changes. This results in more stable engine speeds, reducing engine vibration caused by sudden torque fluctuations and improving the driving experience.

[0019] In combination with the first aspect and the above implementation methods, in some possible implementation methods, after switching the actual gear position of the transmission from the reference neutral to the neutral position between 1st gear and R gear, the method further includes: when the vehicle fails to switch from series mode to power split mode and switches back to series mode, if the actual gear position of the mold-changing synchronizer and the target mold-changing gear position are both power split gears, and the actual gear position of the transmission and the target shift gear position are inconsistent, then the target shift gear position is corrected based on the actual gear position of the transmission; if the actual gear position of the transmission and the target shift gear position are consistent, the target mold-changing gear position of the mold-changing synchronizer is adjusted based on the series mode to enable the mold-changing synchronizer to perform gear switching.

[0020] In the above technical solution, when the vehicle fails to switch from series mode to power split mode and switches back to series mode, and the switching back to series mode is stalled due to the inconsistency between the target shift gear and the actual gear in the transmission, the target shift gear is modified based on the actual gear to ensure consistency between the actual and target shift gears. This makes the target shift gear of the gear change synchronizer adjustable, guaranteeing that the vehicle can switch back to series mode even when the actual and target shift gears in the transmission are inconsistent, thus improving the success rate of mode switching. This avoids the state stalling caused by the inability to adjust the target shift gear of the gear change synchronizer due to the inconsistency between the actual and target shift gears in the transmission.

[0021] In summary, this application, when the vehicle is in P gear in series mode and the actual gear is a reference neutral gear other than 1st gear and R gear, determines that the vehicle is switching from non-4L mode to 4L mode. By preemptively shifting the actual gear of the transmission from the reference gear to neutral between 1st and R gear, the vehicle can directly engage 1st gear from neutral when starting in D gear. This shortens the gear shifting process during vehicle start-up, reduces shifting time, and minimizes power output delay during start-up. Before shifting the actual gear, the clutch is disengaged to prevent the transmission of engine power to the transmission when the clutch is not disengaged, which could impact the transmission's locking mechanism and damage internal parts. Reducing the torque of the front-drive motor and engine before disengaging the clutch prevents the front-drive motor and engine from spinning excessively after clutch disengagement. After the gear shift is complete, clutch engagement ensures that the vehicle's actual operating mode remains series mode, preventing logical inconsistencies in the operating mode. During the process of switching back to series mode after a vehicle fails to switch from series mode to power split mode, the target shift gear is modified based on the actual gear position to ensure consistency between the actual and target shift gear positions. This makes the target shift gear position of the shift synchronizer adjustable, ensuring that the vehicle can switch back to series mode even when the actual and target shift gear positions of the transmission are inconsistent, thus improving the success rate of mode switching.

[0022] Secondly, a device for controlling gear shifting is provided, the device comprising: a judgment module, used to determine whether the vehicle's driving mode has switched from a non-4L mode to a 4L mode when the vehicle's actual operating mode is a series mode, the actual gear position of the gear lever is P gear, and the actual gear position of the transmission is a reference neutral gear; wherein, the reference neutral gear is any neutral gear in the vehicle other than the neutral gear between 1st gear and R gear; and a control module, used to switch the actual gear position of the transmission from the reference neutral gear to the neutral gear between 1st gear and R gear when it is determined that the vehicle's driving mode has switched from a non-4L mode to a 4L mode.

[0023] In conjunction with the second aspect, in some possible implementations, the control module is also used to, when the actual gear position of the gear lever is switched to D gear and the target shift gear of the transmission is 1st gear, switch the actual gear position of the transmission from neutral (between 1st and R gear) to 1st gear to control the vehicle to start.

[0024] Combining the second aspect and the above implementation methods, in some possible implementation methods, the control module is specifically used to control the vehicle's clutch to open when it is determined that the vehicle's driving mode has switched from a non-4L mode to a 4L mode; and when the clutch is in the open state, to switch the actual gear of the transmission from the reference neutral gear to the neutral gear between 1st gear and R gear.

[0025] Combining the second aspect and the above implementation methods, in some possible implementation methods, the control module is specifically used to control both the front drive motor and the engine of the vehicle to reduce torque when it is determined that the driving mode of the vehicle is switched from a non-4L mode to a 4L mode; and to control the clutch to open when the actual torque of the front drive motor is less than or equal to the first target torque and the actual torque of the engine is less than or equal to the second target torque.

[0026] Combining the second aspect and the above implementation methods, in some possible implementation methods, the control module is specifically used to send a shift permission command to the vehicle's TCU when the clutch is in the open state, so that the TCU, upon receiving the shift permission command, switches the actual gear of the transmission from the reference neutral to the neutral gear between 1st gear and R gear.

[0027] In conjunction with the second aspect and the above-described implementation, in some possible implementations, the device further includes: a determining module, used to determine a target speed based on the actual engine speed of the vehicle when the actual gear position of the transmission is switched from reference neutral to neutral between 1st gear and R gear; a control module is also used to control the rotation of the vehicle's front drive motor based on the target speed; a calculation module, used to calculate the speed difference between the actual speed of the front drive motor and the target speed; and the control module is also used to control the clutch to close when the speed difference is less than a preset speed difference.

[0028] Combining the second aspect and the above implementation methods, in some possible implementation methods, the preset speed difference includes a first speed difference and a second speed difference, where the second speed difference is less than the first speed difference. Specifically, the control module is used to: determine whether the engine speed is greater than the preset speed when the speed difference is less than the first speed difference; control the clutch to precharge when the engine speed is determined to be greater than the preset speed; and control the clutch to increase torque to the preset torque based on the preset gradient when the clutch has completed precharging, so as to control clutch slippage; and control the clutch to close when the clutch is in a slipping state if the speed difference is detected to be less than the second speed difference.

[0029] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the device further includes: a correction module, used to correct the target shift gear based on the actual gear of the transmission when the vehicle fails to switch from series mode to power split mode and switches back to series mode, if both the actual gear and the target shift gear of the gearbox are power split gears and the actual gear and the target shift gear of the transmission are inconsistent; and an adjustment module, used to adjust the target shift gear of the gearbox based on series mode when the actual gear and the target shift gear of the transmission are consistent, so as to enable the gearbox to perform gear switching.

[0030] 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.

[0031] 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.

[0032] 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

[0033] Figure 1 This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application.

[0034] Figure 2 This is a schematic flowchart illustrating a method for controlling gear switching provided in an embodiment of this application.

[0035] Figure 3 This is a schematic diagram of a device for controlling gear switching provided in an embodiment of this application.

[0036] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0037] 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.

[0038] 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.

[0039] Figure 1This is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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 sequence, 1-R-3-2, where R is reverse gear. 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.

[0045] 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.

[0046] 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 target 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 target power-split mode, the synchronizer is in power-split mode; in other operating modes, it is in pure electric mode.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] In series mode, engine 101 is running, clutch C1 102 is closed, engine 101 drives first motor 103 to generate electricity, and the electrical energy generated by first motor 103 can be transmitted to high-voltage battery to charge the high-voltage battery. Second motor 105 is running, transmitting power to the rear wheels 108 of the vehicle to drive the vehicle, while the front wheels 107 of the vehicle are driven.

[0051] If the front axle shift actuator of a vehicle based on the above architecture is currently in neutral between 2nd and 3rd gear in P gear in series mode, when the vehicle's driving mode is switched from non-4L to 4L mode and then from P gear to D gear for starting, the shift actuator needs to go through: 3rd gear, neutral between 3rd and R gear, R gear, neutral between R gear and 1st gear, and 1st gear to achieve gear shift. The entire gear shift process is relatively long and the shift time is relatively long, resulting in a delay in power output when the vehicle starts.

[0052] Based on this, this application proposes a method for controlling gear shifting to shorten the gear shifting process chain when the vehicle starts, reduce shifting time, and reduce the delay in power output when the vehicle starts.

[0053] Figure 2 This is a schematic flowchart illustrating a method for controlling gear shifting provided in an embodiment of this application. This method is applied to... Figure 1 The vehicle shown.

[0054] For example, such as Figure 2 As shown, the method 200 includes:

[0055] Step 201: When the actual operating mode of the vehicle is serial mode, the actual gear position of the gear lever is P gear, and the actual gear position of the transmission is reference neutral, determine whether the driving mode of the vehicle has switched from non-4L mode to 4L mode; wherein, reference neutral is the neutral gear of the vehicle other than the neutral gear between 1st gear and R gear.

[0056] Step 202: When it is determined that the vehicle's driving mode has switched from a non-4L mode to a 4L mode, the actual gear of the transmission is switched from the reference neutral to the neutral gear between 1st gear and R gear.

[0057] exist Figure 2 In the illustrated embodiment, when the vehicle is in P gear in series mode and its actual gear is a reference neutral gear other than the neutral gear between 1st and R gears, after determining that the vehicle is switching from non-4L mode to 4L mode, the actual gear of the transmission is pre-shifted from the reference gear to the neutral gear between 1st and R gears while the vehicle is in P gear in series mode. Since the vehicle's gear sequence is 1-R-3-2, pre-shifting the actual gear of the transmission from the reference gear to the neutral gear between 1st and R gears allows the vehicle to directly engage 1st gear from the neutral gear between 1st and R gears when the actual gear lever is shifted to D gear for starting. This shortens the gear shifting process during vehicle start-up, reduces shifting time, and reduces the delay in power output during vehicle start-up.

[0058] The following is about Figure 2 The specific implementation methods of each step in the illustrated embodiments are explained in detail below:

[0059] In step 201, the actual gear position of the vehicle's gear lever is manually selected by the driver, usually through a physical gear lever or an electronic button / knob. The gear lever's positions include: P (Park), D (Drive), R (Reverse), N (Neutral), and other positions.

[0060] P is the parking gear, used when the vehicle is stopped, typically to lock the wheels. The actual position of the gear lever is P, meaning the vehicle is currently parked.

[0061] The actual gear position of the transmission is the gear selected automatically or semi-automatically by the vehicle based on factors such as current driving conditions, engine speed, and vehicle speed. The transmission gear determines how the engine's power is transmitted to the drive wheels, thus affecting the vehicle's acceleration performance, fuel economy, and handling.

[0062] In this embodiment of the application, the gearbox includes four gears: 1st gear, 2nd gear, 3rd gear and R gear, and three neutral gears: neutral between 1st gear and R gear, neutral between R gear and 3rd gear, and neutral between 3rd gear and 2nd gear. The neutral between 1st gear and R gear can be denoted as NR1, the neutral between R gear and 3rd gear as N3R, and the neutral between 3rd gear and 2nd gear as N23.

[0063] The reference neutral gear is any neutral gear in the vehicle other than the neutral gear between 1st gear and R gear, i.e., NR1. It can be determined that the reference neutral gear is the neutral gear between R gear and 3rd gear, N3R, or the neutral gear between 3rd gear and 2nd gear, N23. That is, the actual gear of the transmission is the neutral gear between R gear and 3rd gear, N3R, or the neutral gear between 3rd gear and 2nd gear, N23.

[0064] Operating modes refer to the operational methods and collaborative logic of various subsystems under different vehicle operating conditions. Operating modes are typically selected automatically by the vehicle's control units (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. Operating modes focus primarily on the coordinated operation of the vehicle's internal systems.

[0065] The vehicle's operating modes can include multiple modes such as series mode, power split mode, parallel mode, pure electric four-wheel drive mode, and pure electric rear-wheel drive mode.

[0066] In series mode, the vehicle's engine runs, driving the front-drive motor to generate electricity. The electricity generated by the front-drive motor charges the vehicle's high-voltage battery. The high-voltage battery then supplies power to the rear-drive motor, which in turn drives the rear wheels, propelling the vehicle.

[0067] 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.

[0068] The vehicle's driving modes can include: Normal mode, Eco mode, Sport mode, Snow mode, Off-road mode, 4L mode, etc.

[0069] The 4L mode is specifically a low-gear four-wheel drive mode, mainly used for low-speed traction situations (such as getting out of mud or sand) and situations requiring high torque for climbing. Other driving modes besides the 4L mode can be referred to as non-4L modes.

[0070] Understandably, 4L mode is a low-gear mode for four-wheel drive. In 4L mode, the vehicle is in a very low gear when driving in four-wheel drive. For example, in a vehicle with a transmission architecture that includes gears 1-R-3-2, the gear that needs to be engaged may be 1st gear.

[0071] Alternatively, in vehicles with a transmission architecture with multiple gears, such as a transmission with a 6-gear architecture, the vehicle's 1st and 2nd gears can both output high torque. When driving the vehicle in 4L mode with four-wheel drive, the gear that needs to be engaged may also be 1st or 2nd gear. This application does not limit this aspect.

[0072] After the last time the user drove the vehicle, they could stop the vehicle while it was in tandem mode and the driving mode was not 4L. Upon starting the vehicle again, the actual operating mode would be tandem mode and the driving mode would be not 4L. The user could then send a driving mode switching command to the vehicle after starting it to switch the driving mode from non-4L to 4L mode as needed.

[0073] After the user starts the vehicle, the vehicle can monitor the current driving mode. Specifically, this is done by reading the driving mode signal. When the vehicle detects that the driving mode signal has switched from a non-4L driving mode signal to a 4L mode signal, it can determine whether to switch the driving mode from a non-4L mode to 4L mode.

[0074] In step 202, it is determined that the vehicle's driving mode has switched from non-4L mode to 4L mode. It can be determined that the vehicle needs to start in a low gear to drive the vehicle in four wheels, that is, the vehicle needs to be driven in 1st gear to start.

[0075] When the vehicle's driving mode is switched from non-4L mode to 4L mode, but the vehicle is still in series mode in P gear and has not yet started moving, you can first control the vehicle to switch the actual gear of the transmission from the reference gear N3R or N23 to neutral NR1 between 1st gear and R gear.

[0076] The process of controlling the actual gear position of the transmission to shift from N3R to NR1 includes: shifting the actual gear position of the transmission from N3R to R, and then shifting from R to NR1. The process of controlling the actual gear position of the transmission to shift from N23 to NR1 includes: shifting the actual gear position of the transmission from N23 to 3rd gear, shifting from 3rd gear to N3R, shifting from N3R to R, and then shifting from R to NR1.

[0077] In one possible implementation, when it is determined that the vehicle's driving mode is switching from a non-4L mode to a 4L mode, the actual gear position of the transmission is switched from the reference neutral gear to neutral between 1st gear and R gear, including the following S11 and S12:

[0078] S11, when it is determined that the vehicle's driving mode has switched from a non-4L mode to a 4L mode, controls the vehicle's clutch to open.

[0079] The vehicle is currently operating in series mode. In series mode, the vehicle's clutch is closed, and the vehicle's engine and front drive motor are connected. The vehicle's engine drives the front drive motor to generate electricity through the closed clutch.

[0080] according to Figure 1 As shown in the architecture, the front-drive motor and the transmission are connected; therefore, in series mode, the engine and transmission are also connected. Before controlling the actual gear shift of the transmission, the vehicle's clutch needs to be opened to disconnect the engine and transmission. Once the clutch is confirmed to be open, the engine and transmission can be determined to be disconnected. At this point, the actual gear of the transmission can be switched from the reference neutral N3R or N23 to NR1.

[0081] It's understandable that the four gears in a transmission—1st, 2nd, 3rd, and Reverse—correspond to different gear ratios and each transmits a certain amount of torque. When shifting the actual gear from neutral (N3R) or N23 to NR1, it involves engaging 3rd and Reverse. The current actual gear position on the gear lever is P (Park), meaning the vehicle is stationary. In this state, the transmission's output shaft is locked to prevent movement. If the clutch is not disengaged, engine power will be directly transmitted to the transmission during gear shifting, impacting the internal locking mechanism and potentially damaging internal components. Therefore, the clutch must be disengaged before shifting gears to disconnect the engine from the transmission.

[0082] In one possible implementation, when it is determined that the vehicle's driving mode has switched from a non-4L mode to a 4L mode, controlling the vehicle's clutch to open includes: when it is determined that the vehicle's driving mode has switched from a non-4L mode to a 4L mode, controlling both the vehicle's front drive motor and engine to reduce torque; and when the actual torque of the front drive motor is less than or equal to a first target torque and the actual torque of the engine is less than or equal to a second target torque, controlling the clutch to open.

[0083] As described in the above embodiment, in series mode, the engine is running and outputs a certain torque. The engine transmits the output torque to the front drive motor through a closed clutch, controlling the front drive motor to generate electricity. In other words, the front drive motor also has a certain torque at this time. When the clutch is released, the front drive motor and the engine are disconnected. At this point, neither the front drive motor nor the engine is under load, which can easily lead to over-spinning.

[0084] To prevent the front drive motor and engine from spinning excessively after the clutch is disengaged, when the vehicle's driving mode is switched from a non-4L mode to a 4L mode, the torque of the front drive motor and engine can be reduced first. After the actual torque of the front drive motor is less than or equal to the first target torque and the actual torque of the engine is less than or equal to the second target torque, the clutch can be disengaged.

[0085] The first target torque is a pre-set torque to prevent the front drive motor from running wild, typically slightly greater than 0 Nm (Newton-meters), for example, 3 Nm. In this case, the actual torque of the front drive motor needs to be controlled to be less than or equal to 3 Nm to bring it close to 0 Nm. The second target torque is usually slightly greater than the first target torque. If the second target torque can specifically be the idle load torque that allows the engine to maintain idle speed, for example, 5 Nm, then the actual torque of the engine needs to be controlled to be less than or equal to 5 Nm.

[0086] In some embodiments, since the front drive motor is currently generating electricity, the torque of the front drive motor at this time is referred to as negative torque. At this time, controlling the front drive motor to reduce torque means controlling the absolute value of the actual torque of the front drive motor to decrease, which requires reducing the absolute value of the actual torque of the front drive motor to be less than or equal to the first target torque.

[0087] In some embodiments, Figure 1The 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.

[0088] Specifically, in a scenario where the vehicle's target operating mode is series mode, the actual operating mode is series mode, the actual gear position of the transmission is N23 or N3R, and the actual gear position of the gear lever is P, if the vehicle's driving mode switches from a non-4L driving mode to 4L driving mode, the vehicle's HCU sends a target operating mode request to the TCU requesting series mode, an actual operating mode requesting series mode, an actual gear position requesting N23 or N3R, and a target shift gear requesting NR1. It also sends a request to the FMCU to reduce charging torque and a request to the EMS to control the engine torque to idle load torque. Upon receiving the request to reduce charging torque from the HCU, the FMCU controls the actual torque of the front drive motor to decrease, and the EMS controls the actual torque of the engine to decrease after receiving the request from the HCU to control the engine torque to idle load torque.

[0089] When the TCU receives a target operating mode request from the HCU that is in series mode, an actual operating mode request that is in series mode, a target shift gear that is NR1, an actual gear that is N23 or N3R, and detects that the actual torque of the front drive motor is less than or equal to the first target torque of 3NM and the actual torque of the engine is less than or equal to the second target torque of 5NM, the TCU controls the clutch to open.

[0090] In some embodiments, the TCU controls the clutch to open only after it detects that the actual torque of the front drive motor is less than or equal to the first target torque of 3 NM and the actual torque of the engine is less than or equal to the second target torque of 5 NM, and the duration of these conditions is equal to the preset duration, so as to avoid the impact of the monitored torque fluctuations.

[0091] In the above method, by controlling the actual torque of the front drive motor to be reduced to less than or equal to the first target torque, and the actual torque of the engine to be reduced to less than or equal to the second target torque, the clutch is then controlled to open. This reduces the inertia of the front drive motor and the engine after the clutch is opened, avoids the front drive motor and the engine from spinning excessively, reduces damage to the front drive motor and the engine, and improves the safety of vehicle gear shifting.

[0092] S12, with the clutch in the open position, switches the actual gear of the transmission from the reference neutral to neutral between 1st gear and R gear.

[0093] After the vehicle detects that the clutch is in the open state, the control synchronizer S0 switches the actual gear of the transmission from the reference neutral to the neutral position between 1st gear and R gear.

[0094] In one possible implementation, when the clutch is open, switching the actual gear of the transmission from reference neutral to neutral between 1st and R gear includes: sending a shift permission command to the vehicle's TCU when the clutch is open, so that the TCU, upon receiving the shift permission command, switches the actual gear of the transmission from reference neutral to neutral between 1st and R gear.

[0095] After detecting that the clutch is in the open state, the HCU sends a shift permission command to the vehicle's TCU. After receiving the shift permission command from the HCU, the TCU controls the synchronizer S0 to switch the actual gear of the transmission from the reference neutral to the neutral position between 1st gear and R gear.

[0096] In the above method, when switching the actual gear of the transmission, the clutch is first opened, and the actual gear of the transmission is switched only after confirming that the clutch is in the open state. This ensures the safety of the vehicle when switching gears in the P gear of the series mode. It avoids the problem that when the clutch is not open, the engine power output will be directly transmitted to the transmission during the gear shifting process because the engine is running in the series mode, which will cause impact to the locking mechanism inside the transmission and damage the internal parts of the transmission.

[0097] In one possible implementation, after shifting the actual gear position of the transmission from reference neutral to a neutral position between 1st and R with the clutch in the open state, the method further includes: determining a target speed based on the actual engine speed of the vehicle while the actual gear position of the transmission is shifted from reference neutral to a neutral position between 1st and R; controlling the rotation of the vehicle's front drive motor based on the target speed; calculating the speed difference between the actual speed of the front drive motor and the target speed; and controlling the clutch to close if the speed difference is less than a preset speed difference.

[0098] Understandably, although the vehicle is currently in neutral, it has not started moving. The actual operating mode and the target operating mode are still in series. In series mode, the clutch is closed. Therefore, after controlling the clutch to open to switch the actual gear of the transmission from the reference neutral to the neutral gear between 1st and R, it is necessary to control the clutch to close.

[0099] The condition for clutch engagement is that the speed difference between the two ends of the clutch is less than a certain 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 engine speed.

[0100] The steps for controlling the front drive motor's rotation based on the engine speed include: obtaining the engine's actual speed; determining a target speed based on the actual engine speed; wherein, the target speed is the speed at which the speeds at both ends of the clutch are the same; controlling the vehicle's front drive motor's rotation based on the target speed; calculating the speed difference between the actual speed of the front drive motor and the target speed; if the speed difference between the actual speed of the front drive motor and the target speed is less than a preset speed difference, it can be determined that the speed difference at both ends of the clutch is less than a certain speed difference, at which point the clutch is controlled to close.

[0101] Specifically, after detecting clutch disengagement, the HCU sends a shift permission command to the FMCU. After the actual gear shifts to NR1, the TCU sends a motor speed control request and a target speed request to the FMCU. The target speed request includes a target speed determined by adding a calibrable value to the actual engine speed. Upon receiving the shift permission command from the HCU and the motor speed control request from the TCU, the FMCU enters speed control mode. Once in speed control mode and receiving the target speed request from the TCU, the FMCU controls the front drive motor to follow the target speed. When the speed difference between the actual and target speeds of the front drive motor is detected to be less than a preset difference of 100 rpm, the TCU sends a motor speed control deactivation request to the FMCU. Upon receiving this request, the FMCU switches from speed control mode to torque control mode. After detecting that the speed difference between the actual and target speeds of the front drive motor is less than a preset difference of 100 rpm and the FMCU has switched to torque control mode, the TCU controls the clutch to close.

[0102] In the speed control mode, the FMCU controls the front drive motor to rotate based on the target speed, while in the torque control mode, the FMCU controls the front drive motor to rotate based on the target torque.

[0103] In the above method, after the gearbox shifts gears, controlling the clutch engagement ensures that the vehicle's actual operating mode remains in series mode, avoiding logical confusion in the operating mode. When controlling clutch engagement, the target speed is determined based on the engine's actual speed to control the front drive motor's rotation. This reduces the speed difference between the two ends of the clutch, ensuring safe and smooth clutch engagement, avoiding impacts or vibrations during clutch engagement, and improving driving comfort and vehicle stability.

[0104] In one possible implementation, the preset speed difference includes a first speed difference and a second speed difference, where the second speed difference is less than the first speed difference. When the speed difference is less than the preset speed difference, controlling the clutch to close includes: when the speed difference is less than the first speed difference, determining whether the engine speed is greater than a preset speed; when it is determined that the engine speed is greater than the preset speed, controlling the clutch to precharge; and when the clutch has completed precharging, controlling the clutch to increase torque to a preset torque based on a preset gradient to control clutch slippage; and when the clutch is in a slippage state, if the speed difference is detected to be less than the second speed difference, controlling the clutch to close.

[0105] The first speed difference is typically large, such as 100 rpm, and is used to determine whether the clutch meets the condition for initial engagement. If the speed difference is less than the first speed difference of 100 rpm, it can be determined that the clutch meets the condition for initial engagement. The second speed difference is smaller than the first speed difference, such as 50 rpm, and is used to determine whether the clutch meets the condition for full engagement. If the speed difference is less than the second speed difference of 50 rpm, it can be determined that the clutch meets the condition for full engagement.

[0106] It is understandable that when the clutch is closed, a certain load is applied to the engine. If the engine speed is too low at this time, the engine may be dragged to the point of stalling due to the load. Therefore, the engine also needs to meet certain conditions to control the clutch closure.

[0107] The preset engine speed is the minimum speed at which the engine has sufficient power reserve to smoothly engage the clutch without stalling. By judging the relationship between the engine speed and the preset speed, it can be determined whether the engine meets the conditions for clutch engagement. Specifically, if the engine speed is determined to be greater than the preset speed, it can be determined that the engine meets the conditions for clutch engagement, and thus, clutch engagement can be controlled at this time.

[0108] The steps for controlling clutch engagement may include: controlling clutch slippage when the speed difference is less than a first speed difference and the engine speed is greater than a preset speed; and controlling clutch full engagement when the clutch is in a slipping state and the speed difference is detected to be less than a second speed difference.

[0109] Specifically, the clutch can be pre-charged first. Once the clutch is pre-charged, the torque can be increased to a preset level based on a pre-defined gradient, thus controlling clutch slippage. Pre-charging the clutch involves applying pressure to it to bring it into partial engagement. Increasing the clutch torque to the preset level allows the engine to begin outputting power through the clutch, initiating clutch slippage. The preset torque is typically a small amount, such as 10 Nm.

[0110] Specifically, after the TCU detects that the speed difference between the two ends of the clutch is less than 100 rpm, the engine speed is greater than the preset speed of 900 rpm, the FMCU switches to torque control mode, and the actual gear is N1R, it controls the clutch to complete pre-charging within 150 ms. After the clutch completes pre-charging, it controls the clutch to increase torque to the preset torque of 10 Nm based on a preset gradient (e.g., 2 Nm / s). After the TCU detects that the speed difference between the two ends of the clutch is less than 50 rpm, it controls the clutch to close quickly within 50 ms.

[0111] In some embodiments, after the clutch is in the open state, the HCU also activates engine idle speed control to keep the engine running at idle speed. After the clutch has completed pre-charging and the clutch torque reaches a preset torque of 10 Nm, the TCU sends a message to the HCU that the clutch is in a slipping state. After determining that the clutch is in a slipping state, the motor speed control is not activated, and the clutch torque reaches the preset torque of 10 Nm, the HCU sets the engine idle speed request and sends it to the EMS, so that the EMS controls the engine to exit idle operation and begin outputting torque.

[0112] In some embodiments, when clutch engagement is detected, the HCU sends a shift disallow command to the FMCU. When the shift allow command changes to a shift disallow command, the HCU restores the torque of the front drive motor and the engine. Specifically, the HCU calculates the target crankshaft end speed in series mode and activates the speed control loop PI1 to increase or decrease the engine speed to the target crankshaft end speed, so as to control the torque output of the engine to meet the torque requirements of the front drive motor.

[0113] Specifically, the speed control loop PI1 dynamically adjusts the engine speed based on the speed difference between the current actual crankshaft end speed and the target crankshaft end speed. It comprises two main components: Proportional (P) control: directly adjusts the engine speed based on the magnitude of the speed difference; Integral (I) control: gradually adjusts the engine speed based on the accumulated error of the speed difference to eliminate long-term errors, gradually bringing the engine speed closer to the target crankshaft end speed.

[0114] In the above method, ensuring the engine speed is higher than the preset speed ensures sufficient power reserve for smooth clutch engagement. Controlling clutch engagement afterward prevents the engine from stalling due to insufficient power at lower engine speeds. Controlling clutch slippage before clutch engagement reduces the impact during engagement. Gradually increasing torque based on a preset gradient ensures smooth power transmission, avoiding shocks from abrupt torque changes. This results in more stable engine speeds, reducing engine vibration caused by sudden torque fluctuations and improving the driving experience.

[0115] In one possible implementation, after switching the actual gear position of the transmission from the reference neutral to the neutral position between 1st and R, the method further includes: when the actual gear position of the gear lever is switched to D and the target shift gear of the transmission is 1st, switching the actual gear position of the transmission from the neutral position between 1st and R to 1st to control vehicle start-up.

[0116] In this mode, D is the drive gear. When the actual gear position of the gear lever is shifted from P to D, the locking mechanism of P will automatically unlock, allowing the wheels to rotate freely. Furthermore, when the gear lever is in D, the transmission will automatically select the appropriate gear based on the vehicle speed and load to drive the vehicle. Therefore, when the actual gear position of the gear lever is shifted from P to D, it can be confirmed that the vehicle has started to move.

[0117] After the actual gear position of the transmission is switched to NR1, the user may switch the actual gear position of the gear lever from P to D to start the vehicle. At this time, if the target operating mode determined by the vehicle according to the driving needs is changed to four-wheel drive mode, such as pure electric four-wheel drive mode, power split mode, parallel mode, etc., and combined with the current actual driving mode being 4L mode, it can be determined that the target gear position of the transmission to be engaged is 1st gear.

[0118] The actual gear position of the transmission is NR1. When it is determined that the actual gear position of the gear lever is switched to D and the target gear position of the transmission is 1st gear, the actual gear position of the transmission can be directly switched from NR1 to 1st gear. After switching to 1st gear, the vehicle's front drive motor and / or engine can output power to the front wheels of the vehicle through 1st gear to control the vehicle to start.

[0119] In the above method, when the vehicle is in P gear in series mode, the actual gear of the transmission is switched from the reference neutral gear to the neutral gear between 1st gear and R gear in advance. This ensures that when the vehicle starts, it can directly shift into 1st gear based on the neutral gear between 1st gear and R gear, shortening the gear shifting link when the vehicle starts and reducing the time of starting power output.

[0120] In one possible implementation, after switching the actual gear position of the transmission from the reference neutral to a neutral position between 1st and R, the method further includes: when the vehicle fails to switch from series mode to power split mode and switches back to series mode, if both the actual gear position and the target gear position of the gear change synchronizer are power split gears, and the actual gear position and the target gear position of the transmission are inconsistent, then the target gear position is corrected based on the actual gear position; if the actual gear position and the target gear position of the transmission are consistent, the target gear change position of the gear change synchronizer is adjusted based on the series mode to enable the gear change synchronizer to perform gear switching.

[0121] The vehicle includes a mold-changing synchronizer, namely Figure 1The synchronizer S1 in the model includes a pure electric mode and a power shunt mode. In the power shunt mode, the synchronizer is set to the power shunt mode. In other operating modes, the synchronizer is set to the pure electric mode.

[0122] When the vehicle switches from series mode to power-split mode, the actual operating mode is series mode, while the target operating mode is power-split mode. At this time, the actual gear position of the mold-changing synchronizer is pure electric, and the target mold-changing gear position is power-split. During the switch from series mode to power-split mode, the vehicle controls the mold-changing synchronizer to switch from pure electric to power-split. At this point, both the actual and target mold-changing gear positions of the synchronizer are power-split.

[0123] When a vehicle switches from series mode to power-split mode, and a preset gear that would cause the transmission to skip neutral needs to be engaged, if the preset gear is unavailable, the transmission will switch to the adjacent neutral gear to the left of the preset gear, and the vehicle will switch back to series mode. At this time, the vehicle's driving mode is 4L, the transmission's target shift gear is NR1, and the target operating mode is series mode. Because the preset gear is unavailable, neutral skips, resulting in a discrepancy between the transmission's actual gear and the target shift gear.

[0124] Specifically, the transmission has four gears: 1st, Reverse, 3rd, and 2nd. The neutral position between 1st and Reverse is NR1, between Reverse and 3rd is N3R, and between 3rd and 2nd is N23. The actual gear position is NR1. When the preset gear is 3rd, 3rd gear is unavailable, and the actual gear position shifts to N3R, causing the neutral position to jump from NR1 to N3R. Similarly, when the preset gear is 2nd, 2nd gear is unavailable, and the actual gear position shifts to N23, causing the neutral position to jump from NR1 to N23. In other words, setting the preset gear to 3rd or 2nd can cause the transmission to shift to neutral. Therefore, setting the preset gear to 3rd or 2nd...

[0125] In some embodiments, during the process of switching from series mode to power split mode and then back to series mode, the vehicle's driving mode may change. In this case, after the vehicle switches back to series mode, the actual gear position of the transmission needs to be switched to the target neutral position corresponding to the current driving mode; that is, the target neutral position corresponding to the driving mode is the target shift gear. The target neutral position corresponding to the current driving mode may also be inconsistent with the actual gear position of the transmission. For example, if the preset gear is 2nd gear, and 2nd gear is unavailable, the actual gear position of the transmission will switch to N23. If the driving mode switches from 4L mode to light snow mode, the target neutral position corresponding to series mode in light snow mode is N3R, meaning the target shift gear is N3R. Therefore, the actual gear position N23 and the target shift gear N3R are inconsistent.

[0126] The Light Snow mode is suitable for roads with little snow accumulation, typically urban snow-covered roads where the snow depth is shallow or has been compacted. Light Snow mode optimizes engine response, transmission shift logic, and electronic control systems to help the vehicle maintain stability and traction on low-traction surfaces. In Light Snow mode, the vehicle usually needs to maintain a higher gear to avoid slipping due to excessive torque output in lower gears. For example, in a vehicle with a 1-R-3-2 transmission, the required gear might be 3rd gear. In Light Snow mode, the target neutral gear corresponding to the series mode is N3R, which facilitates engaging 3rd gear when starting the vehicle. In some embodiments, in vehicles with four gears, the required gear might be 3rd or 4th gear; this application does not limit this.

[0127] Understandably, the transmission also includes shift synchronizers, namely synchronizers S0 and S2 in the diagram. Specifically, the shift synchronizers control the transmission to switch between 1st gear, R gear, 3rd gear, 2nd gear, neutral NR1, neutral N3R, and neutral N23.

[0128] When a vehicle switches operating modes, the mold-changing synchronizer typically shifts gears first, followed by the gear shift synchronizer. If the actual gear position of the transmission and the target shift gear are inconsistent, the target mold-changing gear of the mold-changing synchronizer cannot be adjusted based on the target operating mode (serial mode) during the vehicle's switch back to serial mode. This prevents the mold-changing synchronizer from switching to the pure electric gear corresponding to the serial mode, causing a jam in the switch back to serial mode. In this case, the target shift gear can be corrected based on the actual gear position of the transmission. For example, if the actual gear position of the transmission is N23 and the target shift gear is N3R, the target shift gear can be modified to N23 to match the actual gear position. Once the actual gear position and the target shift gear are consistent, the vehicle can adjust the target mold-changing gear of the mold-changing synchronizer to the pure electric gear based on the target operating mode (serial mode) and control the mold-changing synchronizer to switch to the pure electric gear.

[0129] After the shift synchronizer is switched to pure electric mode, the vehicle can redetermine the target shift gear of the shift synchronizer based on the current driving mode, and control the actual gear of the transmission to switch to the target shift gear through the shift synchronizer, thus completing the operation of switching back to serial mode.

[0130] In the above method, when the vehicle fails to switch from series mode to power split mode and switches back to series mode, and a jam occurs due to the mismatch between the target shift gear and the actual gear in the transmission, the target shift gear is modified based on the actual gear to ensure consistency between the actual and target shift gears. This makes the target shift gear of the gear shift synchronizer adjustable, guaranteeing that the vehicle can switch back to series mode even when the actual and target shift gears in the transmission are inconsistent, thus improving the success rate of mode switching. This avoids the state jam caused by the inability to adjust the target shift gear of the gear shift synchronizer due to the mismatch between the actual and target shift gears in the transmission.

[0131] In summary, this application, when the vehicle is in P gear in series mode and the actual gear is a reference neutral gear other than 1st gear and R gear, determines that the vehicle is switching from non-4L mode to 4L mode. By preemptively shifting the actual gear of the transmission from the reference gear to neutral between 1st and R gear, the vehicle can directly engage 1st gear from neutral when starting in D gear. This shortens the gear shifting process during vehicle start-up, reduces shifting time, and minimizes power output delay during start-up. Before shifting the actual gear, the clutch is disengaged to prevent the transmission of engine power to the transmission when the clutch is not disengaged, which could impact the transmission's locking mechanism and damage internal parts. Reducing the torque of the front-drive motor and engine before disengaging the clutch prevents the front-drive motor and engine from spinning excessively after clutch disengagement. After the gear shift is complete, clutch engagement ensures that the vehicle's actual operating mode remains series mode, preventing logical inconsistencies in the operating mode. During the process of switching back to series mode after a vehicle fails to switch from series mode to power split mode, the target shift gear is modified based on the actual gear position to ensure consistency between the actual and target shift gear positions. This makes the target shift gear position of the shift synchronizer adjustable, ensuring that the vehicle can switch back to series mode even when the actual and target shift gear positions of the transmission are inconsistent, thus improving the success rate of mode switching.

[0132] Figure 3 This is a schematic diagram of a device for controlling gear switching provided in an embodiment of this application.

[0133] For example, such as Figure 3 As shown, the device 300 includes:

[0134] The judgment module 301 is used to determine whether the driving mode of the vehicle has switched from a non-4L mode to a 4L mode when the actual operating mode of the vehicle is a series mode, the actual gear position of the gear lever is P gear and the actual gear position of the transmission is reference neutral gear; wherein, the reference neutral gear is the neutral gear of the vehicle other than the neutral gear between 1st gear and R gear.

[0135] The control module 302 is used to switch the actual gear of the transmission from the reference neutral to the neutral gear between 1st gear and R gear when it is determined that the driving mode of the vehicle has switched from a non-4L mode to a 4L mode.

[0136] In one possible implementation, the control module 302 is further configured to, when the actual gear position of the gear lever is switched to D gear and the target shift gear of the transmission is 1 gear, switch the actual gear position of the transmission from neutral (between 1 and R gear) to 1 gear to control the vehicle to start.

[0137] In one possible implementation, the control module 302 is specifically used to control the vehicle's clutch to open when it is determined that the vehicle's driving mode has switched from a non-4L mode to a 4L mode; and when the clutch is open, to switch the actual gear of the transmission from the reference neutral to the neutral gear between 1st gear and R gear.

[0138] In one possible implementation, the control module 302 is specifically used to control both the front drive motor and the engine of the vehicle to reduce torque when the vehicle's driving mode is determined to switch from a non-4L mode to a 4L mode; and to control the clutch to open when the actual torque of the front drive motor is less than or equal to a first target torque and the actual torque of the engine is less than or equal to a second target torque.

[0139] In one possible implementation, the control module 302 is specifically used to send a shift permission command to the vehicle's TCU when the clutch is in the open state, so that the TCU, upon receiving the shift permission command, switches the actual gear of the transmission from reference neutral to neutral between 1st gear and R gear.

[0140] In one possible implementation, the device 300 further includes: a determining module, used to determine a target speed based on the actual speed of the vehicle's engine when the actual gear position of the transmission is switched from reference neutral to neutral between 1st gear and R gear; a control module 302 is also used to control the rotation of the vehicle's front drive motor based on the target speed; a calculation module, used to calculate the speed difference between the actual speed of the front drive motor and the target speed; and the control module 302 is also used to control the clutch to close when the speed difference is less than a preset speed difference.

[0141] In one possible implementation, the preset speed difference includes a first speed difference and a second speed difference, wherein the second speed difference is less than the first speed difference. Specifically, the control module 302 is used to: determine whether the engine speed is greater than a preset speed when the speed difference is less than the first speed difference; control the clutch to precharge when the engine speed is determined to be greater than the preset speed; and control the clutch to increase torque to a preset torque based on a preset gradient when the clutch precharge is completed, so as to control clutch slippage; and control the clutch to close when the clutch is in a slipping state if the speed difference is detected to be less than the second speed difference.

[0142] In one possible implementation, the device further includes: a correction module, configured to, when the vehicle fails to switch from series mode to power split mode and switches back to series mode, if both the actual gear position and the target gear position of the gear change synchronizer are power split gears, and the actual gear position and the target gear position of the transmission are inconsistent, correct the target gear position based on the actual gear position of the transmission; and an adjustment module, configured to, when the actual gear position of the transmission is consistent with the target gear position, adjust the target gear position of the gear change synchronizer based on the series mode, so that the gear change synchronizer can perform gear switching.

[0143] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0144] 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 controlling gear shifting.

[0145] Furthermore, this application also protects 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 controlling gear switching provided in this application.

[0146] 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.

[0147] When the functional modules are divided according to their respective functions, the device may also include a judgment module and a 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.

[0148] It should be understood that the device provided in this embodiment is used to execute the above-described method for controlling gear switching, and therefore can achieve the same effect as the above-described implementation method.

[0149] 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.

[0150] 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.

[0151] 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 method for controlling gear switching provided in the above embodiments.

[0152] 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 related method steps to implement the method for controlling gear switching provided in the above embodiment.

[0153] 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 controlling gear shifting provided in the above embodiment.

[0154] 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.

[0155] 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.

[0156] 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.

[0157] 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 controlling gear shifting, characterized in that, The method includes: When the actual operating mode of the vehicle is serial mode, the actual gear position of the gear lever is P gear and the actual gear position of the transmission is reference neutral, determine whether the driving mode of the vehicle has switched from non-4L mode to 4L mode; wherein, the reference neutral is the neutral position of the vehicle other than the neutral position between 1st gear and R gear. When it is determined that the driving mode of the vehicle has switched from a non-4L mode to a 4L mode, the actual gear of the transmission is switched from the reference neutral gear to the neutral gear between 1st gear and R gear.

2. The method according to claim 1, characterized in that, After switching the actual gear position of the transmission from the reference neutral to neutral between 1st gear and R gear, the method further includes: When the actual gear position of the gear lever is switched to D gear and the target shift gear of the transmission is 1st gear, the actual gear position of the transmission is switched from neutral (between 1st and R gear) to 1st gear to control the vehicle to start.

3. The method according to claim 1 or 2, characterized in that, When it is determined that the driving mode of the vehicle has switched from a non-4L mode to a 4L mode, switching the actual gear of the transmission from the reference neutral gear to the neutral gear between 1st gear and R gear includes: When it is determined that the driving mode of the vehicle has switched from a non-4L mode to a 4L mode, the clutch of the vehicle is opened. With the clutch in the open state, the actual gear position of the transmission is switched from the reference neutral to neutral between 1st gear and R gear.

4. The method according to claim 3, characterized in that, The step of controlling the clutch of the vehicle to open when the driving mode of the vehicle is determined to switch from a non-4L mode to a 4L mode includes: When it is determined that the driving mode of the vehicle has switched from a non-4L mode to a 4L mode, the torque of both the front drive motor and the engine of the vehicle is reduced. When the actual torque of the front drive motor is less than or equal to the first target torque and the actual torque of the engine is less than or equal to the second target torque, the clutch is controlled to open.

5. The method according to claim 3, characterized in that, When the clutch is in the open state, switching the actual gear position of the transmission from the reference neutral to neutral between 1st gear and R gear includes: With the clutch in the open state, a shift permission command is sent to the vehicle's TCU, so that upon receiving the shift permission command, the TCU will switch the actual gear of the transmission from the reference neutral to the neutral gear between 1st gear and R gear.

6. The method according to claim 3, characterized in that, With the clutch in the open state, after switching the actual gear position of the transmission from the reference neutral to neutral between 1st gear and R gear, the method further includes: When the actual gear position of the transmission is switched from the reference neutral to the neutral position between 1st gear and R gear, the target speed is determined based on the actual engine speed of the vehicle; The front drive motor of the vehicle is controlled to rotate based on the target rotation speed; Calculate the speed difference between the actual speed of the front drive motor and the target speed; When the speed difference is less than a preset speed difference, the clutch is controlled to close.

7. The method according to claim 6, characterized in that, The preset speed difference includes a first speed difference and a second speed difference, wherein the second speed difference is less than the first speed difference, and controlling the clutch to close when the speed difference is less than the preset speed difference includes: If the speed difference is less than the first speed difference, determine whether the engine speed is greater than a preset speed; If the engine speed is determined to be greater than the preset speed, the clutch is controlled to precharge; and if the clutch is precharged, the clutch torque is increased to the preset torque based on the preset gradient to control clutch slippage. If the speed difference is detected to be less than the second speed difference when the clutch is in a slipping state, the clutch is controlled to close.

8. The method according to claim 1 or 2, characterized in that, After switching the actual gear position of the transmission from the reference neutral to neutral between 1st gear and R gear, the method further includes: When the vehicle fails to switch from the series mode to the power split mode and switches back to the series mode, if the actual gear position of the gear change synchronizer and the target gear change position are both the power split gear, and the actual gear position of the gearbox and the target gear change position are inconsistent, then the target gear change position is corrected based on the actual gear position of the gearbox. When the actual gear position of the gearbox is consistent with the target shift gear position, the target shift gear position of the mold-changing synchronizer is adjusted based on the series mode so that the mold-changing synchronizer can perform gear switching.

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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