Vehicle mode switching control method and hybrid powertrain system

Abstract

The application relates to the technical field of vehicle control, and discloses a vehicle mode switching control method and a hybrid power system. The method comprises the following steps: in response to a mode switching instruction, performing conversion processing based on a real-time rotating speed parameter of a second motor to determine a target control rotating speed of a first motor; wherein the mode switching instruction is used to instruct a hybrid vehicle to switch from a series mode in which a second clutch is disengaged to a parallel mode in which the second clutch is engaged; performing rotating speed synchronization control on an engine and the first motor based on the target control rotating speed, and determining an engine torque estimation value based on a sampling parameter of a rotating speed loop of the first motor; when a rotating speed difference on two sides of the second clutch meets a preset synchronization condition, controlling the second clutch to perform an engagement action to complete mode switching control of the hybrid vehicle. The success rate of mode switching is improved, impact and abnormal sound in the engagement process are reduced, and reliable switching in the series mode to the parallel mode is realized.

Description

Technical Field

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

[0002] Hybrid vehicles are vehicles that are equipped with both an internal combustion engine (hereinafter referred to as the engine) and a drive electric motor as power sources. Based on differences in powertrain architecture and energy transmission methods, the drive modes are mainly divided into series and parallel types.

[0003] Specifically, in series mode, the engine does not directly participate in wheel drive; the vehicle's movement is entirely powered by the drive motor, and the engine output is completely decoupled from the wheel speed. In parallel mode, the engine and drive motor achieve power convergence through a mechanical coupling mechanism, and their output torques are superimposed to jointly drive the vehicle. During actual driving, hybrid vehicles can dynamically switch between different drive modes according to different operating conditions.

[0004] However, taking the scenario of switching from series mode to parallel mode as an example, since the actual output torque of the engine has inherent fluctuations, these fluctuations will directly interfere with the mechanical coupling action between the engine and the drive motor during the clutch engagement process, resulting in an unexpected coupling state, which in turn reduces the reliability of mode switching and driving comfort.

[0005] Based on this, the switching control methods in related technologies usually first control the engine to maintain an unloaded state and then perform the clutch engagement operation. However, such control schemes still have the defect of insufficient control accuracy, and a vehicle mode switching control method that can effectively suppress the influence of engine torque fluctuations is needed. Summary of the Invention

[0006] This application aims to at least partially solve one of the technical problems in related technologies. To this end, this application proposes a vehicle mode switching control method and a hybrid power system. The main technical solutions adopted in this application include: In a first aspect, this application provides a vehicle mode switching control method applied to a controller of a hybrid vehicle; the hybrid vehicle further has a mechanical structure module communicatively connected to the controller; the mechanical structure module includes an engine, a first motor, and a second motor; the engine is connected to the first motor via a first clutch, the first motor is connected to the wheels via a second clutch, and the second motor is connected to the wheels; the method includes: In response to the mode switching command, the target control speed of the first motor is determined by performing a conversion process based on the real-time speed parameters of the second motor; wherein, the mode switching command is used to instruct the hybrid vehicle to switch from the series mode with the second clutch disengaged to the parallel mode with the second clutch engaged. The engine and the first motor are synchronously controlled based on the target control speed, and the engine torque estimate is determined based on the sampled parameters of the first motor's speed loop. When the speed difference between the two sides of the second clutch meets the preset synchronization conditions, the second clutch is controlled to perform the engagement action to complete the mode switching control of the hybrid vehicle.

[0007] By determining the target speed of the first motor based on the speed of the second motor, and calculating the estimated engine torque value based on the output torque of the speed loop during speed synchronization, the clutch is engaged while maintaining a stable compensation torque. This effectively counteracts the interference of engine torque fluctuations on the speed of the first motor, ensuring a stable speed difference between the two sides before the second clutch engages. This improves the success rate of mode switching, reduces shocks and abnormal noises during engagement, and balances the reliability of switching control with the smoothness of the driving experience, achieving reliable switching from series mode to parallel mode.

[0008] Optionally, the engine and the first motor are synchronized for speed control based on the target control speed, and the engine torque estimate is determined based on the sampled parameters of the speed loop of the first motor, including: The engine and the first motor are controlled to synchronize their speeds based on the target control speed and the preset base load to obtain the speed synchronization result. The preset base load is the base torque applied to the engine. The speed synchronization result is used to characterize whether the speed difference between the two sides of the second clutch meets the preset synchronization condition. If the speed synchronization result meets the preset synchronization conditions, the engine torque estimate is determined based on the sampled parameters.

[0009] By performing speed synchronization control based on the target control speed and the preset base load, a base load is applied to the engine during the speed regulation process to suppress torque fluctuations in its zero torque control state. When the speed synchronization result meets the preset synchronization conditions, the engine torque estimate is determined based on the sampling parameters of the speed loop. This achieves active suppression and compensation of the engine residual torque during the speed synchronization stage, effectively eliminating the influence of engine torque fluctuations on the speed difference between the two sides of the second clutch. This creates good speed difference conditions for the smooth engagement of the second clutch in the future, and improves the reliability and smoothness of mode switching.

[0010] Optionally, if the speed synchronization result meets the preset synchronization conditions, the engine torque estimate is determined based on the sampled parameters, including: If the speed synchronization result meets the preset synchronization conditions, the basic compensation torque is determined based on the sampling parameters using a moving average filtering strategy. While controlling the first motor to maintain the basic compensation torque output, the speed difference is detected on the second clutch to obtain the speed difference detection result; wherein, the speed difference detection result is used to describe the speed difference fluctuation on both sides of the second clutch within a preset window time. The basic compensation torque is dynamically corrected based on the speed difference detection results to determine the estimated engine torque value.

[0011] By using a moving average filtering strategy based on sampled parameters, the basic compensation torque is determined when the speed synchronization results meet preset synchronization conditions. Then, while maintaining the basic compensation torque output by the first motor, speed difference detection is performed on the second clutch, and the basic compensation torque is dynamically corrected based on the speed difference detection results to determine the estimated engine torque value. This ensures both the basic accuracy of the compensation torque and adaptability under dynamic operating conditions, effectively improving the stability of the speed difference between the two sides of the second clutch and the success rate of clutch engagement.

[0012] Optionally, the basic compensation torque is dynamically corrected based on the speed difference detection results to determine the estimated engine torque value, including: The dynamic compensation torque is determined based on the speed difference detection results. By linearly superimposing the dynamic compensation torque and the basic compensation torque, and when the linear superimposed value stabilizes within a preset range, an estimated engine torque value is generated based on the current linear superimposed value.

[0013] First, the dynamic compensation torque is determined based on the speed difference detection results. Then, it is linearly superimposed with the basic compensation torque to obtain a linear superposition value. When this linear superposition value stabilizes within a preset range, it is determined as the estimated engine torque value. In this way, the compensation torque can be corrected in real time according to the actual fluctuation of the speed difference on both sides of the second clutch, making torque compensation more accurate and effectively offsetting speed difference disturbances caused by changes in operating conditions.

[0014] Optionally, based on the target control speed and a preset base load, the engine and the first motor are subjected to speed synchronization control to obtain speed synchronization results, including: Acquire the speed difference data of the second clutch during the speed synchronization process; wherein, the speed synchronization process is a load-bearing speed regulation process that applies a preset basic load to the engine and applies a target control speed to the first motor; Speed ​​synchronization is detected based on speed difference data and preset synchronization conditions to obtain speed synchronization results.

[0015] By acquiring the speed difference data of the second clutch during speed regulation, and performing speed synchronization detection based on the speed difference data and preset synchronization conditions, it is possible to accurately determine whether the speeds on both sides of the second clutch have reached a synchronized state. This provides a reliable triggering opportunity for subsequent torque compensation and clutch engagement, avoiding compensation or engagement operations when the speed difference is too large.

[0016] Optionally, before controlling the second clutch to perform the engagement action to complete the mode switching control of the hybrid vehicle, the method further includes: A stability assessment of the second clutch was performed, and the assessment results were obtained. If the state assessment results indicate that the second clutch is in a preset stable state, a target engagement command is generated to control the second clutch to perform the engagement action.

[0017] By adding a stability assessment step before clutch engagement, the target engagement command is only triggered when the transmission system reaches a preset stable state. This ensures that the second clutch engages under conditions of stable speed difference and controllable torque fluctuation, effectively reducing engagement shock and improving switching smoothness and engagement success rate.

[0018] Optionally, before controlling the second clutch to perform the engagement action to complete the mode switching control of the hybrid vehicle, the method further includes: In response to a mode switching command, a fault detection is performed on at least one of the second clutch, the first motor, and the system flag, and a fault detection result is obtained. If the fault detection results indicate that the second clutch meets the preset switching conditions, the calculation is performed based on the real-time speed parameters of the second motor.

[0019] By performing fault detection on the second clutch and only proceeding with subsequent conversion processing if the fault detection results indicate that the second clutch meets the preset switching conditions, the switching operation can be effectively avoided under abnormal operating conditions, thereby improving the safety and reliability of mode switching.

[0020] Optionally, after controlling the second clutch to perform the engagement action, the method further includes: acquiring real-time position data of the second clutch during the engagement process; judging the engagement state based on the real-time position data to obtain the engagement state result of the second clutch; and performing preset post-processing based on the engagement state result to complete the mode switching control process of the hybrid vehicle.

[0021] By acquiring the real-time position data of the second clutch during engagement and judging the engagement status based on the real-time position data, and then performing corresponding preset post-processing according to the engagement status result, it is possible to accurately identify whether the second clutch has completed mechanical engagement. When engagement is successful, disturbance torque unloading and power connection are performed to complete the mode switch. When engagement fails, fault tolerance processing is performed to protect system safety, thereby ensuring the complete closed loop and reliable execution of the entire mode switching control process.

[0022] Optionally, a preset post-processing is performed based on the engagement state result to complete the mode switching control process of the hybrid vehicle, including: when the engagement state result indicates that the second clutch is successfully engaged, disturbance torque unloading processing is performed to achieve smooth connection of the power system; when the engagement state result indicates that the second clutch fails to engage, the engagement attempt count is updated to perform fault tolerance processing based on the engagement attempt count.

[0023] By performing disturbance torque unloading upon successful engagement, additional mechanical vibrations can be eliminated while ensuring clutch engagement reliability, thus achieving smooth powertrain transitions. By updating the number of engagement attempts and implementing fault-tolerant processing based on the number of attempts when engagement fails, differentiated retry or fault-locking strategies can be executed according to the degree of failure and the number of attempts, thereby balancing the success rate of mode switching with system safety protection.

[0024] Secondly, this application provides a hybrid power system for use in a hybrid vehicle. The hybrid power system includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps of any of the methods described above. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1a This is a schematic diagram of a hybrid power system provided according to a scenario example of this application; Figure 1b This is a flowchart of a vehicle mode switching control method according to an embodiment of this application; Figure 2 This is a flowchart for determining an engine torque estimate according to one embodiment of this application; Figure 3 Here is a flowchart of a vehicle mode switching control method provided in another embodiment of this application; Figure 4 This is an internal structural diagram of a hybrid power system provided according to an embodiment of this application. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0028] The implementation process of the vehicle mode switching control method of this application is given below through a scenario example of a hybrid power system.

[0029] For example, Figure 1a Please refer to the schematic diagram of this hybrid power system. Figure 1a The hybrid power system includes a controller and a mechanical structure module that is in communication with the controller.

[0030] The controller can be understood as controller module 110, which integrates vehicle control unit 111 (Hybrid Control Unit, HCU), first motor control unit 113 (Motor Control Unit for P2 Motor, MCUS), second motor control unit 114 (Motor Control Unit for P3 Motor, MCUM), first clutch control unit 115 (Transmission Control Unit for C1 Clutch, TCU1), second clutch control unit 117 (Transmission Control Unit for C2 Clutch, TCU2) and engine controller 119 (Engine Management System, EMS).

[0031] The vehicle control unit 111 can respond to a mode switching command by sending a mode switching command to the first motor control unit 113 and a torque control command to the engine controller 119. The first motor control unit 113 can respond to the commands sent by the vehicle control unit 111 by controlling the first motor to perform speed synchronization control and torque compensation control. The second motor control unit 114 can control the operation of the second motor, provide the first motor control unit with real-time speed parameters of the second motor, and control the second motor to drive the wheels. The second clutch control unit 117 can monitor the speed difference between the two sides of the second clutch and, in response to a target engagement command, control the second clutch to perform engagement. The engine controller 119 can respond to the commands sent by the vehicle control unit 111 by controlling the engine to output base torque or zero torque.

[0032] The mechanical structure module 120 includes a power unit, a reducer unit, and a clutch unit.

[0033] The power unit includes an engine 1211, a first motor 1213, and a second motor 1215.

[0034] The reducer unit includes a speed-increasing gear 1231, an engine input gear 1233, an engine output gear 1235, a second motor input gear 1237, and a second motor output gear 1239.

[0035] The clutch unit includes a first clutch 1251 located between the engine 1211 and the first motor 1213, and a second clutch 1253 located between the first motor 1213 and the wheel input end.

[0036] It should be further clarified that the series mode (Range Extender, RE) refers to the mode where the first clutch is engaged and the second clutch is disengaged, the first motor drives the engine to generate electricity, and the second motor drives the vehicle alone. The parallel mode, also known as the parallel hybrid electric vehicle (HPEV) mode or engine direct drive mode, refers to the mode where both the first and second clutches are engaged, and the engine, the first motor, and the second motor jointly drive the vehicle.

[0037] When switching from series mode to parallel mode, the first clutch must be statically engaged first to lock the power flow between the engine and the first motor, and then the second clutch must be dynamically engaged to achieve parallel drive of multiple power sources.

[0038] In related technologies, the switching control method typically uses the vehicle control unit to control the first motor to switch to torque mode and issue a zero torque command after speed synchronization is completed. At the same time, it controls the engine to maintain a zero torque no-load state. After the actual torque of the first motor drops to a preset threshold, the second clutch is then triggered to engage.

[0039] The drawback of this method is that the engine's torque control accuracy is significantly affected by its operating temperature (cold or hot), leading to a difference between the actual output torque and the target torque. Especially when the engine executes a zero-torque control command, its actual output torque may fluctuate, failing to maintain a stable position near the theoretical zero value. This torque fluctuation is transmitted to the first motor through the statically engaged first clutch, forcing an unexpected change in the first motor's actual speed. This unexpected speed change directly causes the speed difference between the two sides of the second clutch to exceed the preset safe engagement range. Consequently, the second clutch cannot meet the engagement conditions, resulting in mode switching failure. In this situation, even if the second clutch barely engages, the excessive speed difference will generate significant torque shock and mechanical stress at the moment of clutch engagement, causing knocking noise and vehicle jerking, severely compromising the smoothness of power transmission and driving comfort.

[0040] Based on this, according to the embodiments of this application, a vehicle mode switching control method embodiment is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0041] This embodiment provides a vehicle mode switching control method applied to a controller of a hybrid vehicle; the hybrid vehicle also has a mechanical structure module communicatively connected to the controller; the mechanical structure module includes an engine, a first motor, and a second motor; the engine is connected to the first motor via a first clutch, the first motor is connected to the wheels via a second clutch, and the second motor is connected to the wheels; as shown... Figure 1b As shown, the method includes the following steps: S110, in response to the mode switching command, performs conversion processing based on the real-time speed parameters of the second motor to determine the target control speed of the first motor.

[0042] The mode switching command can be used to instruct the hybrid vehicle to switch from a series mode with the second clutch disengaged to a parallel mode with the second clutch engaged. For example, the mode switching command can be generated based on vehicle driving conditions, battery charge status, or driver commands to trigger the hybrid vehicle to switch driving modes.

[0043] Understandably, a multi-level fault interception and dynamic decision-making verification mechanism can be implemented before the switchover. Specifically, before performing conversion processing based on the real-time speed parameters of the second motor, in response to the mode switching command, fault detection should be performed on at least one of the second clutch, the first motor, and system flags to obtain the fault detection results. Subsequently, if the fault detection results indicate that the second clutch meets the preset switching conditions, conversion processing should be performed based on the real-time speed parameters of the second motor.

[0044] Specifically, after the vehicle control unit issues a mode switching command, it first acquires vehicle operating status data. This operating status data consists of parameters describing the operating status of various mechanical structures and controllers of the target vehicle during normal operation, and may include accelerator pedal opening, brake pedal opening, the number of historical engagement attempts of the second clutch, the real-time position signal of the second clutch, the flag position of the first motor, the flag position of the second clutch, and system flag positions, etc.

[0045] Next, hardware fault detection can be performed based on the flags of the first motor, the second clutch, and the system flags to obtain the hardware fault results.

[0046] For example, the flag bits of the first motor, the flag bits of the second clutch, and the system flag bits (i.e., the fault flag bits of the entire control system, used to characterize whether the controller has a fault) can be detected separately. If any flag bit has a fault mark, the hardware fault result of having a hardware fault is directly output.

[0047] Subsequently, anomaly detection can be performed based on the opening of the accelerator and brake pedals to determine whether the current vehicle operating conditions meet the switching requirements and obtain the operating condition verification results.

[0048] Specifically, when the accelerator pedal opening is greater than a preset first opening threshold, the current operating condition can be determined as a rapid acceleration condition; when the brake pedal opening is greater than a preset second opening threshold, the current operating condition can be determined as a rapid deceleration condition. When the accelerator pedal opening is less than a preset third opening threshold and the brake pedal opening is less than a preset fourth opening threshold, the current operating condition can be determined as a constant speed condition.

[0049] Furthermore, if the current operating condition is a constant speed condition, a condition verification result indicating no abnormalities will be output. If the current operating condition is a rapid acceleration or rapid deceleration condition, a condition verification result indicating abnormalities will be output to avoid shocks or failures caused by clutch engagement under severe operating conditions.

[0050] Subsequently, based on the historical number of engagement attempts of the second clutch, an over-limit fault judgment was made, and the engagement fault result was obtained.

[0051] For example, if the number of historical engagement attempts of the second clutch has reached a preset threshold (e.g., 3 times), an engagement failure result is output indicating an engagement failure, thereby avoiding damage to components caused by repeated engagement attempts. If the preset threshold has not been exceeded, an engagement failure result is output indicating no engagement failure.

[0052] Finally, the hardware fault results, operating condition verification results, and combined fault results are integrated to obtain the final fault detection result.

[0053] The fault detection result can be integrated data reflecting the overall operating status of the second clutch and related systems, and can be used as the basis for subsequent switching condition judgment.

[0054] After obtaining the fault detection results, a handover permission judgment can be made based on them, that is, the fault detection results are compared with the preset handover conditions.

[0055] The preset switching condition can refer to the rules for determining whether to allow the startup mode switching process. For example, the preset switching condition can be that the hardware fault result indicates that there is no hardware fault, the operating condition verification result indicates that there is no operating condition fault, and the combined fault result indicates that there is no combined fault.

[0056] Specifically, when the fault detection result meets the preset switching condition, it indicates that the switching operation is allowed, and a switching permission command is generated, so as to perform subsequent conversion processing based on the real-time speed parameters of the second motor.

[0057] If the fault detection result does not meet the preset switching conditions, such as the hardware fault result indicating a hardware fault, or the operating condition verification result indicating that the current condition is under rapid acceleration or rapid deceleration, or the fault result indicating that the number of attempts has exceeded the limit, then the switching operation is prohibited, and the current state of the second clutch is maintained.

[0058] By performing fault detection on the second clutch and only proceeding with subsequent conversion processing if the fault detection results indicate that the second clutch meets the preset switching conditions, the switching operation can be effectively avoided under abnormal operating conditions, thereby improving the safety and reliability of mode switching.

[0059] After fault detection, the target control speed of the first motor can be determined by performing conversion processing based on the real-time speed parameters of the second motor.

[0060] The real-time speed parameter can refer to the actual rotational speed of the second motor at the current moment, or it can be the output shaft speed data of the second motor acquired in real time by the second motor control unit.

[0061] The target control speed can refer to the target rotational speed that the first motor needs to achieve during the speed synchronization control phase, that is, the target speed of the first motor used to achieve speed matching on both sides of the second clutch.

[0062] It should be noted that the second motor is directly connected to the wheel drive end, and its speed can truly reflect the operating state of the wheel side. By using the real-time speed of the second motor as a benchmark to calculate the target speed of the first motor, the speed matching accuracy between the driven side and the driving side of the second clutch can be guaranteed, providing a foundation for the smooth engagement of the clutch in the future.

[0063] For example, firstly, based on the switching permission command, the controller updates the state bit of the clutch control state machine from the first state bit (StateCode=0) to the second state bit (StateCode=1), indicating that it is currently in the speed synchronization control state. Subsequently, the second motor control unit collects the real-time speed parameters of the second motor and sends them to the first motor control unit. The first motor control unit calculates the real-time speed of the second motor according to the preset transmission ratio (determined by the gear tooth ratio of the reducer unit in the mechanical structure module, which can be regarded as a fixed system parameter of the hybrid vehicle), to obtain the initial target speed of the first motor. Then, a preset correction amount (a pre-calibrated speed offset parameter, which can be regarded as an empirical constant) is added to finally obtain the target control speed of the first motor.

[0064] S120. Based on the target control speed, perform synchronous speed control on the engine and the first motor, and determine the estimated value of engine torque based on the sampling parameters of the speed loop of the first motor.

[0065] Among them, the engine torque estimate refers to the estimated torque output of the engine to the first motor, so that the first motor can output equal and opposite torques to offset the engine's output torque and ensure the smoothness of the second clutch engagement.

[0066] It is important to understand that, due to the influence of the engine's own hot and cold states or combustion fluctuations, there will be residual torque. In order to eliminate its influence, the residual torque of the engine can be estimated by using the sampling parameters of the first motor speed loop during the speed synchronization control process, and the estimated value of the engine torque used to offset the residual torque can be determined accordingly.

[0067] Specifically, in the speed synchronization control state (StateCode=1), the first motor can be controlled to operate in speed loop mode, and speed regulation under load is performed in conjunction with the preset base load applied by the engine side. When the speed difference between the two sides of the second clutch meets the preset synchronization condition, the sampling parameters of the speed loop are sampled and calculated using a moving average filtering strategy to obtain the base compensation torque. Subsequently, the state bit of the clutch control state machine can be updated to the third state bit (StateCode=2), indicating that the current state has entered the torque balance control state.

[0068] Under torque balance control, the basic compensation torque can first be applied to the first motor, and within a preset window time, the speed difference between the two sides of the second clutch is detected in real time during operation. The dynamic compensation torque is calculated based on this and then linearly superimposed with the basic compensation torque to finally obtain the estimated value of the engine torque.

[0069] S130. When the speed difference between the two sides of the second clutch meets the preset synchronization conditions, control the second clutch to perform the engagement action to complete the mode switching control of the hybrid vehicle.

[0070] The preset synchronization condition can be a rule for determining whether the speed matching degree on both sides of the second clutch meets the requirements of subsequent control. For example, the preset synchronization condition can be whether the speed difference data is continuously less than a preset speed difference threshold within a preset duration.

[0071] It should be noted that, in order to ensure the smoothness of the engagement action, before controlling the second clutch to perform the engagement action to complete the mode switching control of the hybrid vehicle, a stability assessment of the second clutch is required to obtain the state assessment result; if the state assessment result shows that the second clutch is in a preset stable state, a target engagement command is generated to control the second clutch to perform the engagement action.

[0072] Among them, the state assessment results can reflect the actual operating state of the mechanical structure of the second clutch after the engine torque estimate is applied, and can serve as the basis for the assessment of subsequent engagement actions.

[0073] The preset stable state can refer to the ideal operating state that the second clutch should exhibit, such as the speed difference between the two sides of the second clutch being continuously lower than a certain speed difference range or the total torque fluctuation at the transmission end being within a certain allowable range.

[0074] The target engagement command can refer to the direct control command used to trigger the second clutch to perform the mechanical engagement action.

[0075] It should be noted that the mode switching command is a macro-level switching command initiated from the vehicle's drive mode level, encompassing the control of the entire switching process. The target engagement command, on the other hand, is a direct control command targeting the engagement action of the second clutch, used only to drive the second clutch to perform the engagement operation; it can be considered a sub-stage command within the mode switching control.

[0076] For example, while controlling the first motor to maintain the output of the estimated engine torque value, real-time speed difference and total torque fluctuation data at the transmission end on both sides of the second clutch can be continuously collected and compared with a preset speed difference range and a preset allowable range. This determines whether the speed difference stably converges within the preset speed difference range and whether the torque fluctuation data at the transmission end stably converges within the preset allowable range. When the state evaluation result shows that all parameters meet the preset stability requirements, it indicates that the second clutch is in a stable state. At this time, the state bit of the clutch control state machine can be updated from the third state bit (StateCode=2) to the fourth state bit (StateCode=3), representing a transition from the torque balance state to the engagement action state, and a target engagement command is generated and sent to the second clutch control unit.

[0077] By adding a stability assessment step before clutch engagement, the target engagement command is only triggered when the second clutch reaches a preset stable state. This ensures that the second clutch engages under conditions of stable speed difference and controllable torque fluctuation, effectively reducing engagement shock and improving switching smoothness and engagement success rate.

[0078] Furthermore, during engagement, a magnetic field pre-establishment process can be performed first, followed by the rapid engagement operation of the second clutch.

[0079] Specifically, a pre-calibrated target magnetizing current can be supplied to the coil of the second clutch to pre-establish an electromagnetic field within the second clutch, thereby shortening the response time of subsequent mechanical engagement actions.

[0080] For example, this stage can adopt a current closed-loop control method, that is, the actual current value of the coil is collected in real time, and the duty cycle of the drive signal is dynamically adjusted through the current loop adjustment algorithm to stabilize the coil current at the target magnetizing current value.

[0081] The second clutch control unit can acquire the current current value of the clutch coil through a real-time current sampling circuit. It compares the applied target magnetizing current value with the acquired current value, and uses a current loop proportional-integral regulator to adjust the difference, generating a real-time regulating voltage signal. Subsequently, this real-time regulating voltage signal is divided by the system's current real-time supply voltage to obtain the target duty cycle of the pulse width modulation signal. This target duty cycle is then input to the H-bridge drive circuit, which drives the coil current of the second clutch to stabilize the current at the target value, thereby establishing the electromagnetic field.

[0082] Furthermore, based on the completion of the pre-establishment of the magnetic field, the second clutch control unit can apply an attraction current to the coil of the second clutch. The amplitude of this attraction current can be greater than the amplitude of the target magnetizing current, thereby generating a stronger electromagnetic field to overcome the spring force and frictional resistance of the second clutch, driving the second clutch to switch from the disengaged state to the engaged state, thus completing the mode switching control of the hybrid vehicle.

[0083] Alternatively, the current closed-loop control method described above can also be used during the engagement phase to ensure stable current output and smooth and controllable clutch engagement process.

[0084] In the above implementation, by determining the target speed of the first motor based on the speed of the second motor, calculating the estimated value of the engine torque based on the output torque of the speed loop during the speed synchronization process, and then performing clutch engagement while maintaining a stable state of compensation torque, the interference of engine torque fluctuations on the speed of the first motor can be effectively offset, ensuring that the speed difference between the two sides remains stable before the second clutch engages. This not only improves the success rate of mode switching but also reduces the impact and abnormal noise during engagement, taking into account both the reliability of switching control and the smoothness of the driving experience, and realizing reliable switching from series mode to parallel mode.

[0085] In some implementation methods, please refer to the appendix. Figure 2 Based on the target control speed, the engine and the first motor are synchronously controlled, and the engine torque estimate is determined based on the sampled parameters of the first motor's speed loop, including: S210. Based on the target control speed and the preset base load, perform speed synchronization control on the engine and the first motor to obtain the speed synchronization result.

[0086] The preset base load refers to the basic torque applied to the engine, which can suppress torque fluctuations in the engine under zero torque control, allowing the engine to maintain a relatively stable torque output state during speed adjustment. This preset base load can be determined based on the engine's cold / hot operating characteristics and vehicle calibration tests; for example, it can be selected as 14.5 Nm after calibration optimization.

[0087] The speed synchronization result can be used to characterize whether the speed difference between the two sides of the second clutch meets the preset synchronization conditions. It shows the continuous stability of the speed difference between the two sides of the second clutch, so as to determine whether the active side and the driven side have reached the range of subsequent allowable engagement.

[0088] Specifically, speed synchronization control based on the target control speed and the preset base load to obtain speed synchronization results may include: firstly, acquiring the speed difference data of the second clutch during the speed synchronization process; and secondly, performing speed synchronization detection based on the speed difference data and preset synchronization conditions to obtain speed synchronization results.

[0089] The speed synchronization process can be a load-bearing speed regulation process that applies a preset basic load to the engine and applies a target control speed to the first motor, that is, the process in which the state state of the clutch control state machine is in the control state corresponding to the second state state (StateCode=1).

[0090] In this state, the first motor performs closed-loop speed control with the target control speed as the target, while the engine outputs a preset basic load according to the torque command sent by the vehicle control unit. In this way, during the speed regulation process, the first motor moves closer to the target speed, while the engine maintains a certain load state to avoid torque fluctuations caused by cold or hot state characteristics when it is in zero torque control.

[0091] Specifically, when the clutch control state machine switches from the first state to the second state, the vehicle control unit can send a torque command corresponding to a preset base load to the engine controller, enabling it to control the engine to output the corresponding base torque according to the command. Simultaneously, the vehicle control unit can also send a target control speed command to the first motor control unit, causing it to control the first motor to operate in speed loop mode and track the target control speed in real time to perform speed regulation.

[0092] Furthermore, during this speed regulation process, sensors can be used to continuously collect speed data on both sides of the second clutch to obtain speed difference data of the second clutch during speed synchronization.

[0093] Among them, the speed difference data can refer to quantitative data that can characterize the degree of difference in speed between the driving side and the driven side of the second clutch, that is, the difference in real-time speed between the two sides of the second clutch.

[0094] For example, during speed regulation, the second clutch control unit can acquire signals from the active-side speed sensor and the driven-side speed sensor of the second clutch at a preset sampling period to obtain the active-side speed and the driven-side speed. Then, the difference between the active-side speed and the driven-side speed is calculated, and the difference is used as the speed difference data.

[0095] After obtaining the speed difference data, speed synchronization detection can be performed based on the speed difference data and preset synchronization conditions to obtain the speed synchronization result.

[0096] For example, the real-time acquired speed difference data can be compared with a preset speed difference threshold (e.g., 30 rpm). When the speed difference data is less than the preset speed difference threshold, the speed difference timer is started to accumulate. If the speed difference data at any moment during the timing process is greater than or equal to the preset speed difference threshold, the speed difference timer is reset to zero and the counting restarts. When the accumulation time of the speed difference timer reaches a preset duration (e.g., 400 ms), it can be determined that the speeds on both sides of the second clutch have met the preset synchronization conditions, and a speed synchronization result that meets the preset synchronization conditions is generated.

[0097] By acquiring the speed difference data of the second clutch during speed regulation, and performing speed synchronization detection based on the speed difference data and preset synchronization conditions, it is possible to accurately determine whether the speeds on both sides of the second clutch have reached a synchronized state. This provides a reliable triggering opportunity for subsequent torque compensation and clutch engagement, avoiding compensation or engagement operations when the speed difference is too large.

[0098] S220. If the speed synchronization result meets the preset synchronization conditions, determine the engine torque estimate based on the sampled parameters.

[0099] It should be noted that the speed loop can refer to the control loop of the first motor in speed control mode, which calculates the output torque based on the deviation between the target speed and the actual speed. Its operation is essentially to automatically adjust the specific value of the output torque according to the speed deviation.

[0100] Its operating logic is as follows: The target control speed and the actual speed, collected in real-time by the motor resolver sensor of the first motor, are input. In the computational layer of the speed loop, the deviation between the target control speed and the actual speed is calculated and sampled using a proportional-integral (PI) or proportional-integral-derivative (PID) algorithm. Based on the deviation result, a torque command value is output. This torque command value is the sampling parameter of the speed loop, representing the target torque value that the first motor needs to output to approach the target speed.

[0101] Specifically, when the speed synchronization result meets the preset synchronization conditions, the engine torque estimate is determined based on the sampling parameters, including: when the speed synchronization result meets the preset synchronization conditions, a moving average filtering strategy is used to determine the basic compensation torque based on the sampling parameters; while controlling the first motor to maintain the basic compensation torque output, speed difference detection is performed on the second clutch to obtain the speed difference detection result; and the basic compensation torque is dynamically corrected based on the speed difference detection result to determine the engine torque estimate.

[0102] The basic compensation torque can refer to the benchmark compensation torque value used to offset the basic load torque of the engine, representing the negative of the estimated value of the actual torque of the engine, and is used to initially offset the residual torque of the engine under the current operating conditions.

[0103] Specifically, after the speed synchronization result meets the preset synchronization conditions, the first motor control unit can move a torque sampling window of a preset duration (e.g., 50ms). Within this sampling window, the first motor control unit continuously collects the torque output value of the first motor speed loop at a fixed sampling period (e.g., 1ms), obtaining multiple sampling parameters. After the sampling window ends, the first motor control unit performs moving average filtering on all the collected torque sampling values. This can be achieved by summing the sampling values ​​and dividing by the number of sampling points; the final calculation result can then be used as the base compensation torque.

[0104] Furthermore, after determining the basic compensation torque, the first motor is controlled to switch from speed loop mode to torque loop mode, and a basic compensation torque command is applied to the first motor to maintain the basic compensation torque output. In this state, the speed difference of the second clutch is detected to obtain the speed difference detection result.

[0105] It should be noted that although a basic compensation torque has been applied to counteract the engine's residual torque, the speed difference between the two sides of the second clutch may still deviate from the target control speed because the vehicle's operating conditions may change during actual driving (e.g., the driver pressing the accelerator or brake pedal causes the second motor speed to fluctuate in real time).

[0106] Therefore, it is necessary to monitor the speed difference data that reflects the speed difference fluctuation information in real time while the first motor maintains the basic compensation torque output, and to perform speed difference detection on the second clutch based on the speed difference data to obtain the speed difference detection result.

[0107] The speed difference detection result can be used to describe the fluctuation of the speed difference between the two sides of the second clutch within a preset window time, that is, to reflect the changing trend and deviation degree of the speed difference between the driving and driven sides of the second clutch within the preset window time. This preset window time can refer to the duration of speed difference detection, determined by the sampling period and detection accuracy requirements of the control system. For example, this preset window time can be 50ms.

[0108] Specifically, within a preset window time (e.g., 50ms) after the clutch control state machine enters the third state position (StateCode=2), the second clutch control unit continuously monitors the speed difference data on both sides of the second clutch and compares the monitored speed difference data with a preset speed difference threshold (e.g., 30rpm). The second clutch control unit records the deviation value between the speed difference and the preset speed difference threshold at each sampling time within the preset window time, and uses the sequence of this deviation value as the speed difference detection result.

[0109] Furthermore, after obtaining the speed difference detection results, the basic compensation torque can be dynamically corrected based on the speed difference detection results to determine the estimated value of the engine torque.

[0110] Specifically, dynamic correction can be performed using the following method: First, determine the dynamic compensation torque based on the speed difference detection results; then, linearly superimpose the dynamic compensation torque and the basic compensation torque. When the linear superposition value stabilizes within a preset range, generate an estimated engine torque value based on the current linear superposition value.

[0111] Among them, dynamic compensation torque can refer to the correction torque calculated based on the actual fluctuation of the speed difference between the two sides of the second clutch, that is, the additional torque component used to compensate for the residual speed difference that cannot be completely eliminated by the basic compensation torque.

[0112] For example, in the torque balance control state corresponding to the third state position (StateCode=2), the second clutch control unit can determine the direction and amount of deviation between the real-time speed difference on both sides of the second clutch and the preset speed difference threshold (e.g., 30 rpm) based on the speed difference detection result.

[0113] When the detected speed difference is less than the preset first speed difference threshold (e.g., 25 rpm), it indicates that the speed difference between the two sides of the second clutch is too small, and the second clutch control unit can calculate a positive dynamic compensation torque accordingly. When the detected speed difference is greater than the preset second speed difference threshold (e.g., 35 rpm), it indicates that the speed difference between the two sides of the second clutch is too large, and the second clutch control unit can calculate a negative dynamic compensation torque accordingly.

[0114] Furthermore, after the first motor control unit obtains the dynamic compensation torque, it can linearly superimpose it with the basic compensation torque (i.e., the estimated engine torque value is equal to the sum of the basic compensation torque and the dynamic compensation torque) to obtain the current linear superposition value.

[0115] Subsequently, the first motor control unit determines whether the linear superposition value is stable within a preset range.

[0116] Among them, stability can mean that the linear superposition value is within a preset range (such as 25rpm to 35rpm) within a continuous set time (e.g., 50ms). That is, the fluctuation range of the linear superposition value in multiple consecutive sampling cycles does not exceed the allowable range, indicating that the torque compensation amount has reached a relatively balanced state.

[0117] When the current linear superposition value stabilizes within a preset range, it can be directly determined as the engine torque estimate. Subsequently, the first motor control unit uses this engine torque estimate as the final control command to control the first motor to output the corresponding torque, thereby dynamically adjusting and stabilizing the speed difference on both sides of the second clutch near the target speed difference.

[0118] First, the dynamic compensation torque is determined based on the speed difference detection results. Then, it is linearly superimposed with the basic compensation torque to obtain a linear superposition value. When this linear superposition value stabilizes within a preset range, it is determined as the estimated engine torque value. In this way, the compensation torque can be corrected in real time according to the actual fluctuation of the speed difference on both sides of the second clutch, making torque compensation more accurate and effectively offsetting speed difference disturbances caused by changes in operating conditions.

[0119] By using a moving average filtering strategy based on sampled parameters, the basic compensation torque is determined when the speed synchronization results meet preset synchronization conditions. Then, while maintaining the basic compensation torque output by the first motor, speed difference detection is performed on the second clutch, and the basic compensation torque is dynamically corrected based on the speed difference detection results to determine the estimated engine torque value. This ensures both the basic accuracy of the compensation torque and adaptability under dynamic operating conditions, effectively improving the stability of the speed difference between the two sides of the second clutch and the success rate of clutch engagement.

[0120] In the above implementation, speed synchronization control is performed based on the target control speed and the preset base load. During the speed regulation process, the base load is applied to the engine to suppress torque fluctuations in its zero torque control state. When the speed synchronization result meets the preset synchronization conditions, the engine torque estimate is determined based on the sampling parameters of the speed loop. This achieves active suppression and compensation of the engine residual torque during the speed synchronization stage, effectively eliminating the influence of engine torque fluctuations on the speed difference between the two sides of the second clutch. This creates good speed difference conditions for the smooth engagement of the second clutch in the future, and improves the reliability and smoothness of mode switching.

[0121] In some implementations, after controlling the second clutch to perform the engagement action, please refer to the appendix. Figure 3 The method also includes: S310. Obtain the real-time position data of the second clutch during engagement.

[0122] It should be noted that after applying the engagement current to the second clutch, it takes a certain amount of time for the second clutch to actually move from the disengaged state to the engaged state. In order to accurately grasp the actual engagement progress of the second clutch and accurately determine the final completion state of the engagement action, real-time position data of the second clutch can be continuously acquired during the engagement process. This allows for timely identification of successful or failed engagement and execution of corresponding post-processing operations, ensuring the reliability and safety of mode switching.

[0123] Real-time position data can refer to quantized sensing signals used to characterize the actual mechanical position of the second clutch at the current moment.

[0124] Specifically, when the clutch control state machine switches to the fourth state (StateCode=3), it indicates that the second clutch has entered the engagement execution stage, and the pull-in current has been applied to the clutch coil. Throughout the engagement execution process, the second clutch control unit can continuously collect the displacement signal of the second clutch through the position sensor at a fixed sampling period, and continuously output real-time position data during the engagement process.

[0125] S320. Based on real-time position data, determine the engagement status to obtain the engagement status result of the second clutch.

[0126] The engagement status result can refer to the binary determination result used to characterize whether the second clutch has completed mechanical engagement, i.e., engagement successful or engagement failed.

[0127] Specifically, when determining the binding state, the binding state position interval and the detachment state position interval can be defined first, and the real-time position data can be compared with the binding state position interval and the detachment state position interval respectively. Then, the binding state result is generated based on the comparison result.

[0128] The engagement position range can refer to a pre-calibrated range of position signal values ​​used to determine whether the second clutch is engaged. For example, an engagement position range (e.g., 400 to 1000) can be determined by using a calibrated engagement position (e.g., 700) as a reference value and incorporating an empirical error margin, and this range can be used as the basis for determining whether the clutch is successfully engaged.

[0129] The disengaged position range can refer to a pre-calibrated range of position signal values ​​used to determine whether the second clutch is fully disengaged. For example, a disengaged position range (e.g., 3000 to 3700) can be determined using a calibrated disengaged position (e.g., 3400) as a reference value, combined with an empirical error margin. This range can be used as the basis for determining whether the clutch is fully disengaged. The numerical range of the position signal between the engaged and disengaged position ranges (e.g., 1001 to 2999) can characterize the dynamic displacement process of the clutch from disengagement to engagement.

[0130] After determining the engagement and disengagement position ranges, the second clutch control unit can compare the real-time acquired second clutch position data with the engagement and disengagement position ranges respectively. Simultaneously, a single positive engagement timeout is set as the timeout criterion for a single engagement attempt.

[0131] For example, after applying the pull-in current, the engagement timer can be started immediately to continuously monitor real-time position data within a preset engagement timeout period (e.g., 500ms). If the real-time position data falls within the engaged position range within the preset engagement timeout period, the second clutch is determined to be successfully engaged, and an engagement state result representing successful engagement of the second clutch is generated. If the real-time position data still does not fall within the engaged position range after the engagement timer reaches the preset engagement timeout period (i.e., the position signal is still greater than 1000), the second clutch engagement is determined to be unsuccessful, an engagement state result representing the second clutch in the disengaged state is generated, the engagement attempt count is incremented by one, and the engagement timer value is cleared for subsequent preset post-processing.

[0132] S330: Based on the combined state results, perform preset post-processing to complete the mode switching control process of the hybrid vehicle.

[0133] Among them, the preset post-processing can refer to the subsequent processing flow that performs corresponding processing operations based on the engagement state result of the second clutch, which may include smooth processing after successful engagement and fault-tolerant processing after failed engagement.

[0134] Specifically, based on the engagement state result, a preset post-processing is performed to complete the mode switching control process of the hybrid vehicle, including: when the engagement state result indicates that the second clutch is successfully engaged, disturbance torque unloading processing is performed to achieve smooth connection of the power system.

[0135] For example, when the engagement status result indicates that the second clutch is successfully engaged, the second clutch control unit can update the state bit of the clutch control state machine from the fourth state bit (StateCode=3) to the fifth state bit (StateCode=4), representing entering the engagement success state.

[0136] At this point, the vehicle is about to complete the powertrain switch from series to parallel mode, and each power source needs to enter a coordinated drive state. To avoid the disturbance torque loaded during engagement affecting the smoothness of subsequent power output, and to prevent clutch rebound during engagement, a smoothing process can be performed after successful engagement to achieve a smooth transition of the powertrain. This disturbance torque can refer to the periodically changing torque loaded on the first motor during engagement, which can be used to disrupt the static friction balance when the second clutch performs mechanical engagement, thereby assisting the clutch in completing the engagement action.

[0137] Specifically, after entering the successful engagement state, the first motor control unit can linearly reduce the disturbance torque to zero within a preset response time (e.g., 1ms). For example, the amplitude of the disturbance torque can be gradually reduced to zero according to a preset decreasing slope to complete the rapid unloading of the disturbance torque.

[0138] Meanwhile, the second clutch control unit can maintain the current engagement current for a preset smooth time (e.g., 200ms) to prevent the clutch from engaging and rebounding or disengaging abnormally due to premature current decay.

[0139] Subsequently, the first motor control unit sends a status flag indicating successful engagement of the second clutch to the vehicle control unit. Upon receiving this flag, the vehicle control unit sends a torque loading command to the first motor, controlling it to gradually increase its output torque to the target torque at a preset slope (e.g., 50 Nm / s). This target torque can be the target drive torque value that the first motor needs to bear in parallel mode, calculated by the vehicle control unit based on the current driver's torque demand, battery state of charge, and vehicle operating conditions. After the target torque is achieved, the first motor is switched to the real-time follow mode of the vehicle control unit, thereby achieving a smooth transition in the power system driven by multiple power sources in parallel.

[0140] In addition, when the engagement status result indicates that the second clutch has failed to engage, the engagement attempt count is updated to allow for fault tolerance processing after engagement failure based on the engagement attempt count.

[0141] The number of engagement attempts refers to the cumulative count of the second clutch performing a positive engagement action during this mode switching process, that is, the total number of times the second clutch actively performs engagement operations within the current power-on cycle.

[0142] Specifically, when the engagement status result indicates that the second clutch has failed to engage, the second clutch control unit can increment the engagement attempt count by one. The incremented engagement attempt count is then compared with a preset attempt threshold (e.g., 3 times).

[0143] If the number of attempts to engage is less than the preset attempt threshold, the speed difference data on both sides of the second clutch is re-detected. If the speed difference data is greater than the preset first retry threshold (e.g., 45 rpm), the state of the clutch control state machine is rolled back to the second state (StateCode=1), and the speed synchronization control process is re-executed to attempt engagement again.

[0144] If the speed difference data is less than the preset second retry threshold (e.g., 35 rpm), there is no need to revert to the speed synchronization control process. Instead, the clutch control state machine is kept in the fourth state (StateCode=3), and the engagement action is retried in the current state.

[0145] When the number of engagement attempts reaches the preset attempt threshold (e.g., 3 times), if the real-time position data of the second clutch is still in the disengaged position range (e.g., 3000 to 3700), the state bit of the clutch control state machine will be switched to the first state bit (StateCode=0), and the clutch engagement failure will be determined.

[0146] If the real-time position data of the second clutch is in the dynamic displacement range (e.g., 1401 to 2999), the state of the clutch control state machine will continue to be maintained at the fourth state (StateCode=3), and the clutch engagement failure will be judged as a fault.

[0147] After determining that the engagement failure has occurred, the second clutch is locked to the disengaged state, a permanent fault code is reported to the vehicle control unit, and no engagement command is responded to during the current power-on cycle.

[0148] By performing disturbance torque unloading upon successful engagement, additional mechanical vibrations can be eliminated while ensuring clutch engagement reliability, thus achieving smooth powertrain transitions. By updating the number of engagement attempts and implementing fault-tolerant processing based on the number of attempts when engagement fails, differentiated retry or fault-locking strategies can be executed according to the degree of failure and the number of attempts, thereby balancing the success rate of mode switching with system safety protection.

[0149] In the above implementation, by acquiring the real-time position data of the second clutch during the engagement process and judging the engagement state based on the real-time position data, and then performing the corresponding preset post-processing according to the engagement state result, it is possible to accurately identify whether the second clutch has completed mechanical engagement. When engagement is successful, disturbance torque unloading and power connection are performed to complete the mode switching. When engagement fails, fault tolerance processing is performed to protect system safety, thereby ensuring the complete closed loop and reliable execution of the entire mode switching control process.

[0150] It should be understood that although the steps in the flowchart above are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowchart above may include multiple steps or stages, which are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps.

[0151] This application also provides a hybrid power system for use in hybrid vehicles. The hybrid power system includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps of the vehicle mode switching control method described above.

[0152] For example, this hybrid power system can be described using a computer device; see [link to relevant documentation]. Figure 4 , Figure 4 This is a schematic diagram of a hybrid power system provided in an embodiment of this application, as shown below. Figure 4 As shown, the hybrid power system includes: one or more processors 10, a memory 20, and interfaces for connecting the components, including a high-speed interface and a low-speed interface.

[0153] It should be noted that, taking a computer device as an example, the various components of this hybrid system communicate and connect with each other using different buses, and can be installed on a common motherboard or otherwise as needed. The processor can process instructions executed within the computer device, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to an interface). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations. Figure 4 Take a processor 10 as an example.

[0154] Processor 10 may be a central processing unit, a network processor, or a combination thereof. Processor 10 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0155] The memory 20 stores instructions executable by at least one processor 10 to cause at least one processor 10 to perform the method shown in the above embodiments.

[0156] The memory 20 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the hybrid power system. Furthermore, the memory 20 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 20 may optionally include memory remotely located relative to the processor 10, which can be connected to the hybrid power system via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0157] The memory 20 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 20 may also include a combination of the above types of memory.

[0158] The hybrid power system also includes an input device 30 and an output device 40. The processor 10, memory 20, input device 30, and output device 40 can be connected via a bus or other means. Figure 4 Taking the example of a connection between China and Israel via a bus.

[0159] Taking a computer device as an example, the input device 30 can receive input numerical or character information, and generate key signal inputs related to user settings and function control of the computer device, such as a touch screen, keypad, mouse, trackpad, touchpad, joystick, one or more mouse buttons, trackball, joystick, etc. The output device 40 may include a display device, auxiliary lighting devices (e.g., LEDs), and haptic feedback devices (e.g., vibration motors). The aforementioned display devices include, but are not limited to, liquid crystal displays, light-emitting diodes, displays, and plasma displays. In some optional embodiments, the display device may be a touch screen.

[0160] The systems, modules, or units described in the above embodiments can be implemented by computer chips or entities, or by products with certain functions. A typical implementation device is a computer. Specifically, a computer can be, for example, a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email device, game console, tablet computer, wearable device, or any combination of these devices.

[0161] For ease of description, the above devices are described separately by function as various units. Of course, in implementing this application, the functions of each unit can be implemented in one or more software and / or hardware.

[0162] Those skilled in the art will understand that embodiments of this application can be provided as methods or systems. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0163] This application is described with reference to flowchart illustrations and / or block diagrams of methods and systems according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in one or more blocks of the flowchart illustrations and / or one or more blocks of the block diagrams.

[0164] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means that implement the functions specified in one or more flowcharts and / or one or more block diagrams.

[0165] These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process, such that the instructions, which execute on the computer or other programmable apparatus, provide steps for implementing the functions specified in one or more flowcharts and / or one or more block diagrams.

[0166] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0167] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, the system embodiments are basically similar to the method embodiments, so the description is relatively simple; relevant parts can be referred to the descriptions of the method embodiments.

[0168] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

[0169] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle mode switching control method, characterized in that, A controller for a hybrid vehicle; the hybrid vehicle further has a mechanical structure module communicatively connected to the controller; the mechanical structure module includes an engine, a first motor, and a second motor; the engine is connected to the first motor via a first clutch, the first motor is connected to a wheel via a second clutch, and the second motor is connected to the wheel; the method includes: In response to a mode switching command, a conversion process is performed based on the real-time speed parameters of the second motor to determine the target control speed of the first motor; wherein, the mode switching command is used to instruct the hybrid vehicle to switch from a series mode in which the second clutch is disengaged to a parallel mode in which the second clutch is engaged; Based on the target control speed and the preset base load, the engine and the first motor are controlled to synchronize their speeds to obtain a speed synchronization result; wherein, the preset base load is the base torque applied to the engine; the speed synchronization result is used to characterize whether the speed difference on both sides of the second clutch meets the preset synchronization condition; When the speed synchronization result meets the preset synchronization condition, the engine torque estimate is determined based on the sampling parameters; this includes: when the speed synchronization result meets the preset synchronization condition, using a moving average filtering strategy to determine the basic compensation torque based on the sampling parameters; while controlling the first motor to maintain the basic compensation torque output, performing speed difference detection on the second clutch to obtain a speed difference detection result; wherein, the speed difference detection result is used to describe the speed difference fluctuation on both sides of the second clutch within a preset window time; and dynamically correcting the basic compensation torque based on the speed difference detection result to determine the engine torque estimate. When the speed difference between the two sides of the second clutch meets the preset synchronization conditions, the second clutch is controlled to perform an engagement action to complete the mode switching control of the hybrid vehicle.

2. The method according to claim 1, characterized in that, The step of dynamically correcting the basic compensation torque based on the speed difference detection result to determine the estimated engine torque includes: The dynamic compensation torque is determined based on the speed difference detection results. The dynamic compensation torque and the basic compensation torque are linearly superimposed. When the linear superposition value stabilizes within a preset range, the engine torque estimate is generated based on the current linear superposition value.

3. The method according to claim 1, characterized in that, The step of performing speed synchronization control on the engine and the first motor based on the target control speed and the preset base load to obtain the speed synchronization result includes: Acquire the speed difference data of the second clutch during the speed synchronization process; wherein, the speed synchronization process is a load-bearing speed regulation process that applies the preset basic load to the engine and applies the target control speed to the first motor; Based on the speed difference data and the preset synchronization conditions, speed synchronization detection is performed to obtain the speed synchronization result.

4. The method according to claim 1, characterized in that, Before controlling the second clutch to engage to complete the mode switching control of the hybrid vehicle, the method further includes: A stability assessment was performed on the second clutch to obtain the assessment results. If the state evaluation result indicates that the second clutch is in a preset stable state, a target engagement command is generated to control the second clutch to perform an engagement action.

5. The method according to claim 1, characterized in that, Before controlling the second clutch to engage to complete the mode switching control of the hybrid vehicle, the method further includes: In response to a mode switching command, a fault detection is performed on at least one of the second clutch, the first motor, and the system flag, and a fault detection result is obtained. If the fault detection results indicate that the second clutch meets the preset switching conditions, a conversion process is performed based on the real-time speed parameters of the second motor.

6. The method according to claim 1, characterized in that, After controlling the second clutch to perform the engagement action, the method further includes: Acquire the real-time position data of the second clutch during engagement; Based on the real-time position data, the engagement status is determined to obtain the engagement status result of the second clutch; Based on the combined state result, a preset post-processing is performed to complete the mode switching control process of the hybrid vehicle.

7. The method according to claim 6, characterized in that, The step of performing preset post-processing based on the combined state result to complete the mode switching control process of the hybrid vehicle includes: When the engagement status result indicates that the second clutch is successfully engaged, disturbance torque unloading is performed to achieve smooth connection of the power system. When the engagement status result indicates that the second clutch has failed to engage, the engagement attempt count is updated to allow for fault tolerance based on the engagement attempt count.

8. A hybrid power system, characterized in that, Applied to hybrid vehicles; the hybrid system includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to perform the vehicle mode switching control method according to any one of claims 1 to 7.

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