A vehicle control method, a vehicle, and a storage medium

Abstract

The application provides a vehicle control method, a vehicle and a storage medium, and belongs to the field of vehicle control. The method comprises the following steps: during the process of switching the power take-off device from a current state to a target state, if the power take-off device is not switched to the target state within a preset time length, the driving motor is controlled to be in a rotating speed control mode, and the driving motor is controlled to perform rotating speed oscillation in the rotating speed control mode; wherein the rotating speed oscillation refers to switching the rotating speed of the driving motor between a preset negative rotating speed and a preset positive rotating speed within a preset period; during the process of performing the rotating speed oscillation by the driving motor, if the power take-off device is switched to the target state, the driving motor is controlled to stop performing the rotating speed oscillation; wherein one of the current state and the target state is a connected state, and the other is a disconnected state. The method can improve the success rate of connecting and disconnecting the power take-off device.

Description

Technical Field

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

[0002] With the deepening of the national new energy strategy, the number of new energy commercial vehicles in the market is increasing. Given the specific operating conditions of commercial vehicles, users typically choose to equip their vehicles with a power take-off (PTO) function, either as an option or as standard equipment provided by the manufacturer. This allows the vehicle to output power to external systems to perform tasks while stationary under specific conditions. New energy commercial vehicles use a drive motor as their power source. When unloading cargo, lifting hydraulic cylinders, or providing power to other external devices, the drive motor and PTO must be connected (PTO engagement) to perform the corresponding tasks. After the task is completed, the connection between the drive motor and PTO is disconnected (PTO disengagement) to ensure the vehicle can continue to operate normally.

[0003] However, in existing technologies, the success rate of PTO engagement and disengagement is generally low. Therefore, improving the success rate of PTO engagement and disengagement has become an urgent problem to be solved. Summary of the Invention

[0004] This application provides a vehicle control method, a vehicle, and a storage medium, which improves the success rate of power take-off (PTO) engagement and disengagement.

[0005] In a first aspect, a vehicle control method is provided. The vehicle includes a drive motor and a power take-off (PTO), which are connected via gears inside a transmission. The method includes: during the process of the PTO switching from a current state to a target state, if the PTO is not detected to have switched to the target state within a preset time period, the drive motor is controlled to enter a speed control mode, and the drive motor is controlled to oscillate its speed in the speed control mode; wherein, the speed oscillation refers to the switching of the drive motor's speed between a preset negative speed and a preset positive speed within a preset period; during the speed oscillation of the drive motor, if the PTO is detected to have switched to the target state, the drive motor is controlled to stop oscillating its speed; wherein, in the current state and the target state, one is an engaged state and the other is a disengaged state.

[0006] The above technical solution, during the power take-off (PTO) state switching process, if the PTO fails to successfully switch to the target state within a preset time period, the drive motor is controlled to oscillate its speed in speed control mode. This oscillation between preset negative and positive speeds generates mechanical impacts, which help overcome the resistance caused by friction or jamming between the PTO's gears and the gearbox's internal gears. The alternating switching of positive and negative speeds allows for multiple changes in speed direction within a short period, gradually accumulating kinetic energy and ultimately overcoming friction, making it easier for the PTO to engage or disengage. Introducing speed oscillation control increases control redundancy. Even if the initial attempt to switch the PTO's state fails, subsequent speed oscillations still have a chance to complete the state switch, improving the reliability and stability of the PTO's state switching. If the PTO successfully switches to the target state during the drive motor's speed oscillation process, the drive motor is immediately stopped to avoid unnecessary mechanical wear and energy consumption, thereby improving the success rate of PTO engagement and disengagement.

[0007] In conjunction with the first aspect, in some possible implementations, the method further includes: sending a forced neutral request to the transmission when the preset initial conditions are met, so that the actual gear position of the transmission is forcibly kept in neutral; and stopping sending the forced neutral request to the transmission when the power take-off is switched to the disconnected state, so that the transmission can respond normally to gear position requirements.

[0008] Under the aforementioned technical solution, when the preset initial conditions are met, since no power is transmitted when the transmission is in neutral, sending a forced neutral request to the transmission via the vehicle controller can ensure that the power take-off (PTO) is not subject to resistance or interference from the transmission during engagement, thus achieving smooth meshing between the PTO and the internal gears of the transmission. When the PTO successfully switches to the disengaged state, since the PTO has stopped working, there is no longer a need for the transmission to be in neutral to avoid interference. Therefore, the vehicle controller can stop sending forced neutral requests to the transmission, thus achieving normal gear shifting of the transmission.

[0009] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, before the power take-off (PTO) switches from the current state to the target state and if the PTO is not detected to have switched to the target state within a preset time period, the drive motor is controlled to be in a speed control mode, and before the drive motor is controlled to oscillate its speed in the speed control mode, the method further includes: acquiring the current parameters of the vehicle; determining, based on the current parameters, whether a preset initial condition for the PTO to switch from the current state to the target state is met; if the preset initial condition is met, determining whether the actual speed of the drive motor is less than a preset speed threshold; if the actual speed is less than the speed threshold, controlling the PTO to switch from the current state to the target state.

[0010] The above technical solution monitors the vehicle's current parameters and determines whether the power take-off (PTO) can switch from its current state to the target state based on preset conditions. First, it determines whether the preset initial conditions are met based on the vehicle's current parameters. Second, by comparing the actual speed of the drive motor with a preset speed threshold, it ensures that the drive motor switches the PTO's state when the speed is low and the inertia is small, thereby improving the accuracy and stability of the PTO's state switching.

[0011] In combination with the first aspect and the above implementation, in some possible implementations, if the actual rotational speed is greater than or equal to the rotational speed threshold, a speed reduction request is sent to the controller of the drive motor so that the actual rotational speed of the drive motor is less than the rotational speed threshold.

[0012] The above technical solution, when the actual speed of the drive motor is greater than or equal to the speed threshold, sends a speed request to the drive motor controller through the vehicle controller, so that the actual speed of the drive motor gradually decreases to a level lower than the speed threshold, further ensuring that the drive motor switches the state of the power take-off when the speed is low and the inertia is small, thereby improving the accuracy and stability of the power take-off state switching.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the current parameters include the vehicle's operating state, the vehicle's speed, the vehicle's fault state, the vehicle's gear position, and the vehicle's external air tank pressure value. If the current state is a disconnected state and the target state is a connected state, then determining whether the preset initial conditions for the power take-off to switch from the current state to the target state are met based on the current parameters includes: if the vehicle's operating state is in a ready state, the vehicle's speed is less than a preset speed, the vehicle's fault state indicates that the vehicle is fault-free, the vehicle's gear position is in neutral, and the vehicle's external air tank pressure value is within a preset range, and a connection request for the power take-off is detected, then it is determined that the preset initial conditions for the power take-off to switch from the disconnected state to the connected state are met.

[0014] The above technical solution, by comprehensively considering multiple factors such as the vehicle's operating status, speed, fault status, gear position, air tank pressure, and PTO engagement request, can accurately determine when the PTO meets the preset initial conditions for switching from the disconnected state to the engaged state. The vehicle's operating status being in a ready state indicates that the vehicle has completed self-checks and other tasks, and can safely switch the PTO's state. The vehicle's speed being less than a preset speed ensures that the PTO's state switching occurs at low speed or when the vehicle is stationary, reducing impact on the vehicle's power and transmission systems. The vehicle's fault status indicates that there are no faults, meaning no factors that could affect the PTO's state switching have been detected, avoiding disruption to PTO engagement due to vehicle malfunctions. The vehicle's gear position being in neutral ensures the transmission cannot transmit power, thus ensuring the stability of the PTO's state switching process. The vehicle's external air tank pressure being within a preset range ensures sufficient air pressure to support PTO engagement during the state switching process. Determining these preset initial conditions all contribute to improving the success rate of PTO engagement.

[0015] In combination with the first aspect and the above implementation, in some possible implementations, if it is determined that the preset initial condition is not met and the reason for not meeting the preset initial condition is that the vehicle's gear position is in drive, if a power take-off engagement request is detected, the vehicle's gear position is forcibly switched from drive to neutral so as to meet the preset initial condition for the power take-off to switch from the disconnected state to the engaged state.

[0016] In the above technical solution, if it is determined that the preset initial conditions are not met and the vehicle is in a forward gear, the transmission will transmit power when the transmission is in a forward gear, which may interfere with or damage the state switching operation of the power take-off. Therefore, it is necessary to force the transmission to neutral to ensure that the transmission does not transmit power during the state switching of the power take-off, thereby ensuring the smooth switching of the power take-off state.

[0017] In combination with the first aspect and the above implementation methods, in some possible implementation methods, controlling the drive motor to oscillate speed in the speed control mode includes: obtaining a speed correction parameter corresponding to the actual oil temperature of the gearbox; correcting the preset negative speed and preset positive speed according to the speed correction parameter to obtain the corrected positive speed and corrected negative speed; and controlling the drive motor to oscillate speed in the speed control mode according to the corrected positive speed and corrected negative speed.

[0018] The above technical solution takes into account the influence of the actual oil temperature of the gearbox on the speed control of the drive motor. By obtaining the speed correction parameters corresponding to the actual oil temperature, the corrected negative speed and the corrected positive speed can be calculated to compensate for the influence of oil temperature changes on the speed of the drive motor and improve the efficiency of speed oscillation.

[0019] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the current parameters include the vehicle's operating state, the vehicle's speed, the vehicle's fault state, and the vehicle's gear position; if the current state is the engaged state and the target state is the disengaged state, then determining whether the preset initial conditions for the power take-off to switch from the current state to the target state are met based on the current parameters includes: if the vehicle's operating state is in a ready state, the vehicle's speed is less than a preset speed, the vehicle's fault state indicates that the vehicle is fault-free, and the vehicle's gear position is in neutral, and a disengagement request for the power take-off is detected, then it is determined that the preset initial conditions for the power take-off to switch from the engaged state to the disengaged state are met.

[0020] The above technical solution, by comprehensively considering multiple factors such as the vehicle's operating status, speed, fault status, gear position, and PTO disconnection request, can accurately determine when the PTO meets the preset initial conditions for switching from the engaged state to the disconnected state. The vehicle's operating status being in a ready state indicates that the vehicle has completed preheating and inspection, and can safely perform PTO state switching. The vehicle's speed being less than a preset speed ensures that the PTO state switching occurs at low speed or when the vehicle is stationary, reducing impact on the vehicle's power and transmission systems. The vehicle's fault status indicates that there are no faults, meaning no factors that might affect the PTO state switching have been detected, preventing vehicle malfunctions from affecting PTO disconnection. The vehicle's gear position being in neutral ensures the stability of the PTO state switching process, as the transmission cannot transmit power in neutral. Determining these preset initial conditions all contribute to improving the success rate of PTO disconnection.

[0021] Secondly, a vehicle control device is provided. The vehicle includes a drive motor and a power take-off (PTO), which are connected via gears inside a gearbox. The device includes: a first control module, configured to, during the process of the PTO switching from a current state to a target state, if the PTO is not detected to have switched to the target state within a preset time period, control the drive motor to enter a speed control mode and control the drive motor to oscillate its speed in the speed control mode; wherein the speed oscillation refers to switching the speed of the drive motor between a preset negative speed and a preset positive speed within a preset period; and a second control module, configured to, during the speed oscillation of the drive motor, if the PTO is detected to have switched to the target state, control the drive motor to stop oscillating its speed; wherein, in the current state and the target state, one is an engaged state and the other is a disengaged state.

[0022] In conjunction with the second aspect, in some implementations of the second aspect, the device further includes a first sending module, specifically configured to: send a forced neutral request to the transmission when the preset initial conditions are met, so that the actual gear position of the transmission is forcibly kept in neutral; and stop sending the forced neutral request to the transmission when the power take-off is switched to the disconnected state, so that the transmission can respond normally to gear position requirements.

[0023] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the device further includes a judgment module, specifically used for: during the process of the power take-off switching from the current state to the target state, if the power take-off is not detected to switch to the target state within a preset time period, then controlling the drive motor to be in a speed control mode, and before controlling the drive motor to oscillate its speed in the speed control mode, further including: acquiring the current parameters of the vehicle; judging whether the preset initial conditions for the power take-off to switch from the current state to the target state are met based on the current parameters; if the preset initial conditions are met, judging whether the actual speed of the drive motor is less than a preset speed threshold; if the actual speed is less than the speed threshold, controlling the power take-off to switch from the current state to the target state.

[0024] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the device further includes a second sending module, specifically used for: if the actual rotational speed is greater than or equal to the rotational speed threshold, sending a speed reduction request to the controller of the drive motor so that the actual rotational speed of the drive motor is less than the rotational speed threshold.

[0025] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the current parameters include the vehicle's operating state, the vehicle's speed, the vehicle's fault state, the vehicle's gear position, and the vehicle's external air tank pressure value. Specifically, the judgment module is used to: if the current state is a disconnected state and the target state is a connected state, then determining whether the preset initial conditions for the power take-off (PTO) to switch from the current state to the target state are met based on the current parameters includes: if the vehicle's operating state is in a ready state, the vehicle's speed is less than a preset speed, the vehicle's fault state indicates that the vehicle is fault-free, the vehicle's gear position is in neutral, and the vehicle's external air tank pressure value is within a preset range, and if a PTO connection request is detected, then it is determined that the preset initial conditions for the PTO to switch from the disconnected state to the connected state are met.

[0026] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the device further includes a forced switching module, specifically used for: when it is determined that the preset initial condition is not met and the reason for not meeting the preset initial condition is that the gear position of the vehicle is in forward gear, if a power take-off engagement request is detected, the gear position of the vehicle is forcibly switched from forward gear to neutral gear, so as to satisfy the preset initial condition for the power take-off to switch from the disconnected state to the engaged state.

[0027] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the first control module is specifically used for: controlling the drive motor to oscillate speed in the speed control mode, including: acquiring a speed correction parameter corresponding to the actual oil temperature of the gearbox; correcting the preset negative speed and preset positive speed according to the speed correction parameter to obtain the corrected positive speed and corrected negative speed; and controlling the drive motor to oscillate speed in the speed control mode according to the corrected positive speed and corrected negative speed.

[0028] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the current parameters include the vehicle's operating state, the vehicle's speed, the vehicle's fault state, and the vehicle's gear position. Specifically, the judgment module is used to: if the current state is the engaged state and the target state is the disengaged state, then determining whether the preset initial conditions for the power take-off to switch from the current state to the target state are met based on the current parameters includes: if the vehicle's operating state is in a ready state, the vehicle's speed is less than a preset speed, the vehicle's fault state indicates that the vehicle is fault-free, and the vehicle's gear position is in neutral, and a disengagement request for the power take-off is detected, then it is determined that the preset initial conditions for the power take-off to switch from the engaged state to the disengaged state are met.

[0029] 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.

[0030] 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.

[0031] 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

[0032] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0033] Figure 2 This is a schematic flowchart of another vehicle control method provided in an embodiment of this application;

[0034] Figure 3 This is a schematic flowchart of the third vehicle control method provided in the embodiments of this application;

[0035] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application;

[0036] Figure 5 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] With the deepening of the national new energy strategy, the number of new energy commercial vehicles in the market is increasing. Given the specific operating conditions of commercial vehicles, users often choose to equip their vehicles with a power take-off (PTO) function, either as an option or as standard equipment provided by the manufacturer. This allows the vehicle to output power to external systems to perform tasks while stationary under specific conditions. New energy commercial vehicles use a drive motor as their power source. If power needs to be output via a PTO, a direct or indirect hard connection between the drive motor and the PTO is required. Specifically, the PTO is usually installed on the side or rear of the gearbox. When the PTO function is needed, the vehicle controller issues a command to connect the PTO to the drive motor through specific gears inside the gearbox. Once connected, the drive motor provides power to drive the hydraulic function of the PTO, providing the necessary power for unloading the cargo box, lifting the hydraulic cylinders, or other external devices of the vehicle to perform corresponding tasks. After use, the vehicle controller issues another command to disconnect the PTO from the drive motor to ensure the vehicle can continue to operate normally.

[0040] In existing technologies, power take-off (PTO) engagement often fails, resulting in a PTO malfunction report from the vehicle. However, this is usually not due to a fault in the PTO system itself, but rather a tooth-to-tooth (or interlocking) phenomenon when the PTO gears attempt to engage with the gears inside the transmission, leading to engagement failure. A common solution is to repeatedly toggle the PTO function button to increase the success rate of engagement. Similarly, when disengaging the PTO, the PTO gears may fail to disengage quickly from the gears inside the transmission, also resulting in a PTO malfunction report. In this case, excessive friction may cause one or more teeth to become stuck together, preventing disengagement. To resolve this, multiple presses of the PTO function button are also required to increase the success rate of disengagement.

[0041] To at least solve the above-mentioned technical problems, this application provides a vehicle control method applied to the vehicle controller, which can improve the success rate of power take-off engagement and disengagement.

[0042] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0043] For example, such as Figure 1 As shown, the method 100 includes:

[0044] Step 101: During the process of switching the power take-off from the current state to the target state, if the power take-off is not detected to switch to the target state within a preset time period, the drive motor is controlled to be in the speed control mode, and the drive motor is controlled to perform speed oscillation in the speed control mode; wherein, speed oscillation refers to the drive motor speed switching between a preset negative speed and a preset positive speed within a preset period.

[0045] Step 102: During the speed oscillation of the drive motor, if it is detected that the power take-off has switched to the target state, the drive motor is controlled to stop the speed oscillation; where the current state and the target state are respectively the engaged state and the disengaged state.

[0046] In this embodiment, during the power take-off (PTO) state switching process, if the PTO fails to successfully switch to the target state within a preset time period, the drive motor is controlled to oscillate its speed in speed control mode. Mechanical impacts are generated by switching the drive motor between preset negative and preset positive speeds. These mechanical impacts help overcome the resistance caused by friction or jamming between the PTO's gears and the gears inside the gearbox. The alternating switching of positive and negative speeds allows for multiple changes in speed direction within a short period, gradually accumulating kinetic energy and ultimately overcoming friction, making it easier for the PTO to engage or disengage. Introducing speed oscillation control increases control redundancy. Even if the initial attempt to switch the PTO's state fails, subsequent speed oscillation processes still have a chance to complete the state switch, improving the reliability and stability of the PTO's state switching. If the PTO is successfully switched to the target state during the drive motor's speed oscillation process, the drive motor is immediately controlled to stop the speed oscillation to avoid unnecessary mechanical wear and energy consumption, thereby improving the success rate of PTO engagement and disengagement.

[0047] The following is about Figure 1 The implementation of each step in the illustrated embodiment will be explained in detail.

[0048] For step 101, it is understood that the above-mentioned preset duration can be pre-calibrated. Optionally, the preset duration can be calibrated to 3s, that is, the power take-off unit is continuously detected to switch to the target state within 3s; the state of the power take-off unit can be obtained through the pressure switch of the power take-off unit.

[0049] The switching of the power take-off (PTO) state (engagement or disconnection) can be affected by various factors, such as mechanical wear, load changes, and poor lubrication, leading to switching failure or delay. If, during the process of switching the PTO from the disconnected state to the engaged state, the PTO is not detected to have switched to the engaged state within a preset time, it indicates an abnormality in the state switching, which may result in switching failure or delay. In this case, the vehicle controller puts the drive motor into speed control mode and controls the drive motor to oscillate its speed within this mode. Conversely, if, during the process of switching the PTO from the engaged state to the disconnected state, the PTO is not detected to have switched to the disconnected state within a preset time, the vehicle controller puts the drive motor into speed control mode and controls the drive motor to oscillate its speed within this mode.

[0050] The aforementioned preset period can be pre-calibrated. Optionally, the preset period can be calibrated to 100ms, meaning the drive motor oscillates its speed within 100ms. The aforementioned preset negative and positive speeds can also be pre-calibrated; the absolute values ​​of the preset negative and positive speeds can be equal or unequal. Optionally, the preset negative speed can be calibrated to -20rpm / min, and the preset positive speed can be calibrated to 20rpm / min, meaning the drive motor speed switches between -20rpm / min and 20rpm / min.

[0051] In one possible implementation, the speed of the drive motor gradually transitions from -20 rpm / min to 20 rpm / min, that is, the speed of the drive motor changes according to the waveform of a sine wave or a sawtooth wave.

[0052] In another possible implementation, the speed of the drive motor varies only between two values: -20 rpm / min and 20 rpm / min, that is, the speed of the drive motor varies according to the waveform of a square wave.

[0053] Furthermore, speed oscillation results in less energy loss compared to torque oscillation. This is because speed oscillation primarily affects the drive motor's speed and power output, while torque oscillation more directly impacts the friction and wear of mechanical components, increasing energy loss and accelerating component aging. Therefore, this embodiment selects speed oscillation to improve the success rate of PTO engagement and disengagement while reducing energy loss and mechanical component aging.

[0054] Since the drive motor and the power take-off (PTO) are connected via gears inside the transmission, engaging and disengaging the PTO refers to the connection and disconnection of the PTO gears with the gears inside the transmission. However, the PTO's engagement and disengagement can be affected by low transmission oil temperature and low air pressure controlled by the PTO solenoid valve, leading to engagement and disengagement failures. Low oil temperature increases oil viscosity and reduces fluidity, resulting in insufficient lubrication between the PTO gears and the gears inside the transmission during engagement and disengagement, increasing frictional resistance, causing operational difficulties, and reducing the success rate. Simultaneously, if the air pressure controlled by the solenoid valve is too low, the PTO may fail to engage successfully due to insufficient air pressure. These issues collectively contribute to the low success rate of PTO engagement and disengagement, affecting the user experience and work efficiency.

[0055] Specifically, the actual oil temperature inside the transmission has a certain impact on the success rate of gear engagement and disengagement. The normal transmission oil temperature is within the range of 80℃-100℃, which is the optimal temperature for the transmission, and the fluidity, lubricity, and viscosity of the oil are also at their best for the engagement and disengagement of the PTO gears and the internal gears of the transmission. Since the fluidity and viscosity of the oil have a smaller impact on the engagement and disengagement of the PTO gears and the internal gears of the transmission when the oil temperature is high, this effect can be ignored. However, when the oil temperature is low, the fluidity is poor and the viscosity is high, which has a greater impact on the engagement and disengagement of the PTO gears and the internal gears of the transmission. Therefore, it is necessary to correct the actual speed of the drive motor during the speed oscillation process, increasing the oscillation speed to improve the success rate of PTO engagement and disengagement.

[0056] In some embodiments, controlling the drive motor to oscillate speed in speed control mode includes: acquiring speed correction parameters corresponding to the actual oil temperature of the transmission; correcting a preset negative speed and a preset positive speed according to the speed correction parameters to obtain a corrected positive speed and a corrected negative speed; and controlling the drive motor to oscillate speed in speed control mode according to the corrected positive speed and the corrected negative speed.

[0057] Understandably, the actual oil temperature of the aforementioned transmission can be viewed directly through the central control screen or instrument panel. The aforementioned speed correction parameters can be preset. The obtained speed correction coefficient is multiplied by the preset negative speed and preset positive speed respectively to obtain the corrected negative speed and corrected positive speed, and the speed of the drive motor is controlled to switch between the corrected negative speed and the corrected positive speed.

[0058] In some embodiments, a preset correspondence is queried based on the actual oil temperature of the transmission to obtain the speed correction parameter; wherein, the preset correspondence is used to describe the relationship between different actual oil temperatures and the speed correction parameter.

[0059] For example, when the transmission oil temperature is greater than or equal to 80°C, the speed correction parameter is set to 1.0; when the transmission oil temperature is less than 80°C, the speed correction coefficient is set to 1.5.

[0060] Taking a speed correction coefficient of 1.5, a preset negative speed of -20 rpm / min, and a preset positive speed of 20 rpm / min as an example, the obtained speed correction coefficient is multiplied by the preset negative speed and the preset positive speed respectively, that is, -20 rpm / min * 1.5 and 20 rpm / min * 1.5, respectively, to obtain the corrected negative speed of -30 rpm / min and the corrected positive speed of 30 rpm / min, and the speed of the drive motor is controlled to switch between -30 rpm / min and 30 rpm / min.

[0061] Before the power take-off (PTO) can switch states, the following specific conditions must be met:

[0062] In some embodiments, during the process of the power take-off switching from the current state to the target state, if the power take-off is not detected to switch to the target state within a preset time period, the drive motor is controlled to be in speed control mode, and before the drive motor is controlled to oscillate speed in speed control mode, the method further includes: acquiring the current parameters of the vehicle; determining, based on the current parameters, whether the preset initial conditions for the power take-off to switch from the current state to the target state are met; if the preset initial conditions are met, determining whether the actual speed of the drive motor is less than a preset speed threshold; if the actual speed is less than the speed threshold, controlling the power take-off to switch from the current state to the target state.

[0063] Understandably, if the current state is disconnected and the target state is connected, then based on the vehicle's current parameters, it is determined whether the preset initial conditions for the power take-off to switch from the disconnected state to the connected state are met; if the current state is connected and the target state is disconnected, then based on the vehicle's current parameters, it is determined whether the preset initial conditions for the power take-off to switch from the connected state to the disconnected state are met.

[0064] If the above-mentioned preset initial conditions are met, it is also necessary to determine whether the actual speed of the drive motor is less than the preset speed threshold. The preset speed threshold can be pre-calibrated. Optionally, the speed threshold can be calibrated to 50 rpm / min. If the actual speed of the drive motor is less than 50 rpm / min, the power take-off unit is controlled to switch from the disconnected state to the connected state, or from the connected state to the disconnected state.

[0065] In some embodiments, if the actual rotational speed is greater than or equal to a rotational speed threshold, a speed reduction request is sent to the controller of the drive motor so that the actual rotational speed of the drive motor is less than the rotational speed threshold.

[0066] Understandably, when the actual speed of the drive motor is greater than or equal to 50 rpm / min, the vehicle controller can send a speed request of 0 rpm / min to the drive motor controller, so that the actual speed of the drive motor is reduced to below 50 rpm / min as quickly as possible. In some embodiments, the vehicle controller can also send a speed reduction request to the drive motor controller at a speed below 50 rpm / min but above 0 rpm / min.

[0067] The following section details how to determine whether the preset initial conditions for the power take-off unit to switch from the current state to the target state are met based on the vehicle's current parameters:

[0068] The vehicle's current parameters may include the vehicle's current operating status, current speed, current fault status, current gear, and current external air tank pressure.

[0069] In some embodiments, if the current state is disconnected and the target state is engaged, then based on the current parameters, it is determined whether the preset initial conditions for the power take-off to switch from the current state to the target state are met, including: if the vehicle's working state is ready, the vehicle's speed is less than a preset speed, the vehicle's fault state indicates that the vehicle is fault-free, the vehicle's gear position is in neutral, and the vehicle's external air tank pressure value is within a preset range, then if a power take-off engagement request is detected, it is determined that the preset initial conditions for the power take-off to switch from the disconnected state to the engaged state are met.

[0070] It is understandable that the above-mentioned vehicle working status being in a ready state means that the vehicle is in a ready state. The above-mentioned vehicle being in a ready state usually means that the vehicle has completed the pre-start self-check procedure and is ready to drive.

[0071] The speed of the vehicle can be obtained through the vehicle's speed sensor. The preset speed can be pre-calibrated to determine whether the vehicle is stationary. Optionally, the preset speed can be calibrated to 0 km / h; however, since the vehicle's speed sensor may have accuracy issues and cannot accurately identify 0 km / h, a speed close to 0 km / h, such as 3 km / h, can be used, i.e., the preset speed can be calibrated to 3 km / h.

[0072] The above-mentioned vehicle fault status characterization means that the vehicle's power system, braking system, steering system, suspension system and other key systems are not seriously damaged.

[0073] The aforementioned preset range can be pre-calibrated. When the air pressure value of the vehicle's external air tank is within the preset range, it indicates that the air pressure inside the external air tank is relatively stable and can provide gas pressure for the PTO to be engaged and disengaged.

[0074] The aforementioned power take-off (PTO) connection request can be obtained by the user pressing the PTO switch or by the user recognizing it through voice control; this application embodiment does not limit this.

[0075] However, in certain special circumstances, if the vehicle is still in drive but the user has pressed the power take-off switch in advance, the vehicle must be forced to shift to neutral to meet the preset initial conditions for the power take-off to switch from the disconnected state to the engaged state.

[0076] In some embodiments, if it is determined that the preset initial condition is not met and the reason for not meeting the preset initial condition is that the vehicle's gear position is in drive, if a power take-off engagement request is detected, the vehicle's gear position is forcibly switched from drive to neutral so as to meet the preset initial condition for the power take-off to switch from the disconnected state to the engaged state.

[0077] Understandably, if the vehicle's gear position does not meet the preset initial conditions for the PTO to switch from the disconnected state to the engaged state, and the system detects that the user has pressed the PTO switch, the vehicle controller will force the vehicle's gear position to switch from drive to neutral to meet the preset initial conditions for the PTO to switch from the disconnected state to the engaged state, thereby completing the engagement of the PTO.

[0078] In some other embodiments, if the current state is the engaged state and the target state is the disengaged state, then based on the current parameters, it is determined whether the preset initial conditions for the power take-off to switch from the current state to the target state are met, including: when the vehicle's working state is in the ready state, the vehicle's speed is less than a preset speed, the vehicle's fault state indicates that the vehicle is fault-free, and the vehicle's gear position is in neutral, if a power take-off disconnection request is detected, then it is determined that the preset initial conditions for the power take-off to switch from the engaged state to the disengaged state are met.

[0079] It is understood that the above-mentioned power take-off disconnection request can be obtained by the user turning off the power take-off switch, or it can be recognized by the user using voice control. This application embodiment does not limit this.

[0080] Regarding step 102, it is understood that if the power take-off (PTO) is detected to switch to the engaged state during the speed oscillation of the drive motor, the vehicle controller will control the drive motor to stop the speed oscillation; if the PTO is detected to switch to the disengaged state during the speed oscillation of the drive motor, the vehicle controller will control the drive motor to stop the speed oscillation.

[0081] In some embodiments, when preset initial conditions are met, a forced neutral request is sent to the transmission to force the actual gear position of the transmission to remain in neutral; when the power take-off is switched to the disconnected state, the forced neutral request is stopped from being sent to the transmission so that the transmission can respond normally to gear position requirements.

[0082] Understandably, when the preset initial conditions are met, the vehicle controller sends a forced neutral request to the transmission so that the actual gear position of the transmission is forced to remain in neutral; when the power take-off is switched to the disconnected state, the vehicle controller stops sending forced neutral requests to the transmission so that the transmission can respond normally to gear changes.

[0083] Figure 2This is a schematic flowchart of another vehicle control method provided in the embodiments of this application.

[0084] When the power take-off (PTO) switches from the disconnected state to the engaged state, taking a preset duration of 3 seconds and a preset speed threshold of 50 rpm / min as an example, the following steps can be performed:

[0085] For example, such as Figure 2 As shown, the method 200 includes:

[0086] Step 201: Is the vehicle in a ready-to-operate state? If yes, proceed to step 202; otherwise, proceed to step 204.

[0087] Step 202: Is the vehicle's speed less than the preset speed? If yes, proceed to step 203; otherwise, proceed to step 204.

[0088] Step 203: Does the vehicle's fault status indicate that the vehicle is fault-free? If yes, proceed to step 205; otherwise, proceed to step 204.

[0089] Step 204: The preset initial conditions for the power take-off unit to switch from the disconnected state to the connected state are not met.

[0090] Step 205: Is the vehicle in neutral? If yes, proceed to step 206; otherwise, proceed to step 204.

[0091] Step 206: Check if the air pressure value of the vehicle's external air tank is within the preset range. If yes, proceed to step 207; otherwise, proceed to step 204.

[0092] Step 207: A power take-off (PTO) engagement request was detected.

[0093] Step 208: The vehicle controller continuously sends forced neutral requests to the transmission.

[0094] Step 209: Check if the actual speed of the drive motor is less than 50 rpm / min. If yes, proceed to step 211; otherwise, proceed to step 210.

[0095] Step 210: The vehicle controller sends a speed request of 0 rpm / min to the drive motor controller.

[0096] Step 211: Open the power take-off solenoid valve.

[0097] Step 212: Is the PTO switched to the engaged state detected within 3 seconds? If yes, proceed to step 216; otherwise, proceed to step 213.

[0098] Step 213: Control the drive motor to oscillate speed in speed control mode.

[0099] Step 214: Has the PTO been switched to the engaged state? If yes, proceed to step 215; otherwise, proceed to step 213.

[0100] Step 215: Control the drive motor to stop the speed oscillation.

[0101] Step 216: Power take-off connection completed.

[0102] Understandably, opening the solenoid valve of the power take-off (PTO) allows the air pressure from the external air tank to act on the PTO assembly. The gas pressure then counteracts the spring force inside the PTO, engaging the PTO gear with a specific gear inside the gearbox, thus completing the PTO engagement.

[0103] Figure 3 This is a schematic flowchart of the third vehicle control method provided in the embodiments of this application.

[0104] When the power take-off (PTO) switches from the engaged state to the disengaged state, taking a preset duration of 3 seconds and a preset speed threshold of 50 rpm / min as an example, the following steps are executed:

[0105] For example, such as Figure 3 As shown, the method 300 includes:

[0106] Step 301: Is the vehicle in a ready-to-operate state? If yes, proceed to step 302; otherwise, proceed to step 304.

[0107] Step 302: Is the vehicle's speed less than the preset speed? If yes, proceed to step 303; otherwise, proceed to step 304.

[0108] Step 303: Does the vehicle's fault status indicate that the vehicle is fault-free? If yes, proceed to step 305; otherwise, proceed to step 304.

[0109] Step 304: The preset initial conditions for switching the power take-off from the engaged state to the disengaged state are not met.

[0110] Step 305: Is the vehicle in neutral? If yes, proceed to step 306; otherwise, proceed to step 304.

[0111] Step 306: A power take-off disconnection request was detected.

[0112] Step 307: Check if the actual speed of the drive motor is less than 50 rpm / min. If yes, proceed to step 309; otherwise, proceed to step 308.

[0113] Step 308: The vehicle controller sends a speed request of 0 rpm / min to the drive motor controller.

[0114] Step 309: Close the power take-off solenoid valve.

[0115] Step 310: Is the power take-off (PTO) detected to switch to the disconnected state within 3 seconds? If yes, proceed to step 314; otherwise, proceed to step 311.

[0116] Step 311: Control the drive motor to oscillate speed in speed control mode.

[0117] Step 312: Is it detected that the power take-off has switched to the disconnected state? If yes, proceed to step 313; otherwise, proceed to step 311.

[0118] Step 313: Control the drive motor to stop the speed oscillation.

[0119] Step 314, the power take-off is disconnected.

[0120] Understandably, when the PTO solenoid valve is closed, the gas pressure supplied to the PTO assembly from the external gas tank is stopped. Under the action of the spring release force inside the PTO, the specific gear meshing with the gearbox pushes the specific gear of the gearbox back to the non-working position, thus completing the disconnection of the PTO.

[0121] Step 315: The vehicle controller stops sending forced neutral requests to the transmission.

[0122] In summary, the vehicle control method provided in this application has the following beneficial effects:

[0123] Without adding to the existing hardware of new energy commercial vehicles, this application utilizes the vehicle's existing signal system to enable the power take-off (PTO) function when the vehicle is stationary. The aim is to improve the success rate of PTO engagement and disengagement, thereby resolving the frequent engagement and disengagement failures, preventing the vehicle from reporting PTO malfunctions and impacting user operating efficiency. Furthermore, this application can also reduce wear on the PTO gears and internal gears of the transmission to some extent, extending the service life of the gears and the entire PTO system.

[0124] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0125] For example, such as Figure 4 As shown, the device 400 includes:

[0126] The first control module 401 is used to control the drive motor to be in speed control mode and to control the drive motor to oscillate speed in speed control mode if the power take-off is not detected to switch to the target state within a preset time period during the process of switching the power take-off from the current state to the target state; wherein, speed oscillation refers to the drive motor speed switching between a preset negative speed and a preset positive speed within a preset period.

[0127] The second control module 402 is used to control the drive motor to stop oscillating its speed if it detects that the power take-off has switched to the target state during the speed oscillation process of the drive motor; wherein, in the current state and the target state, one is the engaged state and the other is the disengaged state.

[0128] In one possible implementation, the device further includes a first sending module, specifically configured to: send a forced neutral request to the transmission when preset initial conditions are met, so that the actual gear position of the transmission is forced to remain in neutral; and stop sending the forced neutral request to the transmission when the power take-off is switched to the disconnected state, so that the transmission can respond normally to gear position requirements.

[0129] In one possible implementation, the device further includes a judgment module, specifically used for: during the process of the power take-off switching from the current state to the target state, if the power take-off is not detected to switch to the target state within a preset time period, then controlling the drive motor to be in speed control mode, and before controlling the drive motor to oscillate speed in speed control mode, the module further includes: acquiring the current parameters of the vehicle; judging whether the preset initial conditions for the power take-off to switch from the current state to the target state are met based on the current parameters; if the preset initial conditions are met, judging whether the actual speed of the drive motor is less than a preset speed threshold; if the actual speed is less than the speed threshold, then controlling the power take-off to switch from the current state to the target state.

[0130] In one possible implementation, the device further includes a second sending module, specifically used to: if the actual rotational speed is greater than or equal to a rotational speed threshold, send a speed reduction request to the controller of the drive motor so that the actual rotational speed of the drive motor is less than the rotational speed threshold.

[0131] In one possible implementation, the current parameters include the vehicle's operating state, vehicle speed, vehicle fault state, vehicle gear position, and vehicle external air tank pressure value. Specifically, the judgment module is used to: if the current state is disconnected and the target state is engaged, then based on the current parameters, determine whether the preset initial conditions for the power take-off (PTO) to switch from the current state to the target state are met. These conditions include: if the vehicle's operating state is in a ready state, the vehicle speed is less than a preset speed, the vehicle's fault state indicates no fault, the vehicle's gear position is in neutral, and the vehicle's external air tank pressure value is within a preset range, and if a PTO engagement request is detected, then it is determined that the preset initial conditions for the PTO to switch from the disconnected state to the engaged state are met.

[0132] In one possible implementation, the device further includes a forced switching module, specifically used to: if it is determined that the preset initial conditions are not met and the reason for not meeting the preset initial conditions is that the vehicle's gear position is in forward gear, and if a power take-off engagement request is detected, the vehicle's gear position is forcibly switched from forward gear to neutral gear so as to meet the preset initial conditions for the power take-off to switch from the disconnected state to the engaged state.

[0133] In one possible implementation, the first control module is specifically used to: control the drive motor to oscillate speed in speed control mode, including: acquiring speed correction parameters corresponding to the actual oil temperature of the transmission; correcting the preset negative speed and preset positive speed according to the speed correction parameters to obtain the corrected positive speed and corrected negative speed; and controlling the drive motor to oscillate speed in speed control mode according to the corrected positive speed and corrected negative speed.

[0134] In one possible implementation, the current parameters include the vehicle's operating state, vehicle speed, vehicle fault state, and vehicle gear position. Specifically, the judgment module is used to: if the current state is engaged and the target state is disengaged, then based on the current parameters, determine whether the preset initial conditions for the power take-off (PTO) to switch from the current state to the target state are met. These conditions include: if the vehicle's operating state is in a ready state, the vehicle speed is less than a preset speed, the vehicle's fault state indicates that the vehicle is fault-free, and the vehicle's gear position is in neutral, and if a PTO disconnection request is detected, then it is determined that the preset initial conditions for the PTO to switch from the engaged state to the disengaged state are met.

[0135] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0136] For example, such as Figure 5As shown, the vehicle 500 includes a memory 501 and a processor 502. The memory 501 stores executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a vehicle control method.

[0137] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided in embodiments of this application.

[0138] This embodiment can divide the device into functional modules according to 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.

[0139] When each functional module is divided according to its corresponding function, the device may also include a control module and a stop module, etc. 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.

[0140] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described implementation method.

[0141] 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.

[0142] 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.

[0143] 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 vehicle control method provided in the above embodiments.

[0144] 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 a vehicle control method provided in the above embodiment.

[0145] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method provided in the above embodiment.

[0146] 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.

[0147] 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.

[0148] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0149] 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 vehicle control method, characterized in that, The vehicle includes a drive motor and a power take-off (PTO), the drive motor and the PTO being connected via gears inside a transmission; the method includes: During the process of the power take-off switching from the current state to the target state, if the power take-off is not detected to switch to the target state within a preset time period, the drive motor is controlled to be in speed control mode, and the drive motor is controlled to perform speed oscillation in the speed control mode; wherein, the speed oscillation refers to the speed of the drive motor switching between a preset negative speed and a preset positive speed within a preset period; During the speed oscillation of the drive motor, if the power take-off is detected to switch to the target state, the drive motor is controlled to stop the speed oscillation; wherein, in the current state and the target state, one is the engaged state and the other is the disengaged state.

2. The method according to claim 1, characterized in that, During the process of the power take-off switching from the current state to the target state, if the power take-off is not detected to switch to the target state within a preset time period, the drive motor is controlled to enter the speed control mode, and before the drive motor is controlled to oscillate at the speed in the speed control mode, the method further includes: Obtain the current parameters of the vehicle; Based on the current parameters, determine whether the preset initial conditions for the power take-off to switch from the current state to the target state are met; If the preset initial conditions are met, then determine whether the actual speed of the drive motor is less than a preset speed threshold. If the actual rotational speed is less than the rotational speed threshold, then the power take-off unit is controlled to switch from the current state to the target state.

3. The method according to claim 2, characterized in that, The method further includes: Under the condition that the preset initial conditions are met, a forced neutral request is continuously sent to the transmission so that the actual gear position of the transmission is forced to remain in neutral. When the power take-off is switched to the disconnected state, the forced neutral request to the transmission is stopped, so that the transmission can respond normally to gear position requirements.

4. The method according to claim 2, characterized in that, The method further includes: If the actual rotational speed is greater than or equal to the rotational speed threshold, a speed reduction request is sent to the controller of the drive motor so that the actual rotational speed of the drive motor is less than the rotational speed threshold.

5. The method according to claim 2, characterized in that, The current parameters include the vehicle's operating status, the vehicle's speed, the vehicle's fault status, the vehicle's gear position, and the air pressure value of the vehicle's external air tank. If the current state is disconnected and the target state is connected, then determining whether the preset initial conditions for the power take-off to switch from the current state to the target state are met based on the current parameters includes: If a power take-off (PTO) engagement request is detected when the vehicle is in a ready-to-operate state, the vehicle speed is less than a preset speed, the vehicle's fault status indicates that the vehicle is fault-free, the vehicle's gear position is in neutral, and the external air tank pressure value is within a preset range, then it is determined that the preset initial conditions for the PTO to switch from the disconnected state to the engaged state are met.

6. The method according to claim 5, characterized in that, The method further includes: If it is determined that the preset initial condition is not met and the reason for not meeting the preset initial condition is that the vehicle's gear position is in drive, if a power take-off engagement request is detected, the vehicle's gear position is forcibly switched from drive to neutral to satisfy the preset initial condition for the power take-off to switch from the disconnected state to the engaged state.

7. The method according to claim 1, characterized in that, The control of the drive motor to oscillate speed in the speed control mode includes: Obtain the speed correction parameters corresponding to the actual oil temperature of the transmission; Based on the speed correction parameters, the preset negative speed and preset positive speed are corrected to obtain the corrected positive speed and corrected negative speed. According to the corrected positive speed and the corrected negative speed, the drive motor is controlled to oscillate speed in the speed control mode.

8. The method according to claim 2, characterized in that, The current parameters include the vehicle's operating status, the vehicle's speed, the vehicle's fault status, and the vehicle's gear position; If the current state is the engaged state and the target state is the disengaged state, then determining whether the preset initial conditions for the power take-off to switch from the current state to the target state are met based on the current parameters includes: If a disconnection request for the power take-off (PTO) is detected when the vehicle is in a ready-to-operate state, the vehicle speed is less than a preset speed, the vehicle's fault status indicates that the vehicle is fault-free, and the vehicle's gear position is in neutral, then it is determined that the preset initial conditions for the PTO to switch from the engaged state to the disconnected state are met.

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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