A control method of a vehicle and a vehicle

Abstract

The application provides a control method of a vehicle and the vehicle, and applies to the technical field of vehicle control. The method comprises the following steps: in a switching process in which an actual operation mode of the vehicle is switched from a first mode to a second mode, it is judged whether the vehicle meets preset conditions for switching back to the first mode. The switching process comprises a first stage and a second stage, and the second stage is located after the first stage. In the case that the switching process is in the first stage, if the vehicle meets the preset conditions for switching back to the first mode, the vehicle is controlled to switch back to the first mode. In the case that the switching process is in the second stage, the vehicle is controlled to switch to the second mode. The method can improve the rationality of mode switching, thereby improving the driving stability of the vehicle.

Description

Technical Field

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

[0002] In existing technologies, hybrid vehicles typically have multiple preset power operation modes, including direct drive mode and idle pure electric four-wheel drive mode, to adapt to complex and ever-changing real-world road conditions and diverse user driving needs. Direct drive mode is a power mode where the engine directly participates in driving, suitable for high-speed driving conditions where the driver requires high torque output. Idle pure electric four-wheel drive mode is suitable for low-speed driving conditions where the driver does not require high torque output. The operating state of the power source and the torque distribution rules differ in different modes, and the mode switching process is usually executed directly by the vehicle controller when preset trigger conditions are met.

[0003] However, the existing switching control logic is prone to mismatch between mode switching and the current vehicle capabilities, which can cause vehicle jerking and vibration, and thus affect the vehicle's driving stability. Summary of the Invention

[0004] This application provides a vehicle control method and a vehicle, which can improve the rationality of mode switching, thereby improving the driving stability of the vehicle.

[0005] In a first aspect, a vehicle control method is provided, the method comprising: during the switching process of the vehicle's actual operating mode from a first mode to a second mode, determining whether the vehicle meets the preset conditions for switching back to the first mode, the switching process including a first stage and a second stage, the second stage being after the first stage; if the vehicle meets the preset conditions for switching back to the first mode when the switching process is in the first stage, controlling the vehicle to switch back to the first mode; and if the vehicle is in the second stage when the switching process is in the second stage, controlling the vehicle to switch to the second mode.

[0006] In existing technologies, mode switching is relatively frequent. For example, during the transition from the first mode to the second mode, if the target operating mode is detected to change from the original second mode to the first mode, the vehicle is immediately controlled to switch back to the first mode. Since there is no clear distinction between the first and second stages, if the mode switchback occurs in the second stage, it may cause a conflict between the control logic of the first and second modes. For example, assuming the clutch is in the open state in the first mode and the clutch is in the closed state in the second mode, during the transition from the first mode to the second mode, the clutch may be in or already in the closed state in the second stage. If the mode switchback is executed in the second stage, the open state that the clutch needs to switch to will conflict with the current closed state, resulting in the need to frequently switch the clutch state. Switching the clutch state requires reducing torque or speed, which can easily cause a power interruption in the entire vehicle. Based on this, this application divides the mode switching process into a first stage and a second stage that are connected sequentially. The first stage can be understood as the stage where switching back to the previous mode will not cause a power interruption in the vehicle, and the second stage can be understood as the stage where switching back to the previous mode may cause a power interruption in the vehicle. By setting differentiated switching back control logic in different stages, the vehicle always switches back to the previous mode only at the appropriate stage. That is, the vehicle's state remains consistent with the overall vehicle state when switching back to the previous mode, thereby reducing the probability of a power interruption in the vehicle during the mode switching process and avoiding abnormal conditions such as engine over-revving and power interruption caused by the vehicle forcibly switching back to the first mode in the latter half of the switching process. Specifically, when the switching process is in the first stage, the switching action has not yet progressed to the irreversible point. At this time, vehicles that meet the conditions are allowed to switch back to the first mode, fully preserving the flexibility of mode switching, adapting to scenarios where the driver temporarily changes their operating intentions, and avoiding unnecessary repeated mode switching. After the switching process enters the second stage, the switching action has progressed to the latter half. At this point, directly controlling the vehicle to switch to the second mode prevents the vehicle from being interrupted midway through the switching process, avoiding conflicts between the control logic of the two modes and ensuring the smoothness and safety of the entire mode switching process. Therefore, combining the differentiated control rules of the two stages not only ensures that the vehicle responds promptly to reasonable switchback requests during the mode switching process, but also avoids safety risks such as engine over-revving and sudden power drop caused by a forced switchback in the latter half, thereby ensuring the normal operation and driving safety of the vehicle.

[0007] In conjunction with the first aspect, in some possible implementations, when the first mode is a direct drive mode and the second mode is an idle pure electric four-wheel drive mode, the first stage includes a stage of requesting the vehicle's engine to reduce torque or a stage of requesting the vehicle's engine to enter idle speed control, and the second stage includes a stage of requesting the vehicle's clutch to switch to the open state and a stage of determining whether the clutch is in the open state.

[0008] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, during the switching process of the vehicle's actual operating mode from the first mode to the second mode, it is determined whether the vehicle meets the preset conditions for switching back to the first mode, including: during the switching process of the vehicle's actual operating mode from the direct drive mode to the idle pure electric four-wheel drive mode, if it is determined that the driver's required torque is greater than the target required torque, or the vehicle's electronic stability system is in an active state, or the clutch is in an abnormal state, then it is determined that the vehicle meets the preset conditions for switching back to the direct drive mode; wherein, the target required torque is determined based on the vehicle's current speed or the maximum drive torque of the vehicle's motor.

[0009] The aforementioned technical solution, by clearly defining multi-dimensional conditions for switching back to direct drive mode during the transition from direct drive mode to idle pure electric four-wheel drive mode, can improve the accuracy of switching scenario recognition and avoid power anomalies caused by misjudgment or missed judgment of switching requests. When the driver's required torque is greater than the target required torque, it indicates that the power response of direct drive mode is more suitable under the current operating conditions. In this case, allowing a switch back can quickly match the driver's power output demand and avoid power output lag. When the electronic stability system is activated, it indicates that the vehicle is in a special operating condition of dynamic body adjustment. Switching back to mode under this condition is not conducive to vehicle stability. Therefore, allowing a switch back to direct drive mode can ensure vehicle posture stability. When the clutch is in an abnormal state, timely switching back to direct drive mode can avoid risks such as power interruption caused by clutch failure. At the same time, the target required torque is dynamically determined by combining the current vehicle speed and the maximum drive torque of the motor, which allows the judgment threshold to adapt to different driving conditions and avoids the problem of fixed thresholds being falsely triggered in special situations.

[0010] In conjunction with the first aspect and the above-described implementations, in some possible implementations, the vehicle includes a transmission, an engine, and a clutch. The transmission includes a first input shaft and a second input shaft, and the clutch includes a first clutch and a second clutch. The first input shaft is connected to the first clutch, and the second input shaft is connected to the second clutch. When the first clutch is closed, the engine is connected to the first input shaft. When the second clutch is closed, the engine is connected to the second input shaft. In the case of the second stage of the switching process, the vehicle is controlled to switch to the second mode, including: in the case of the stage where the switching process requests both the first clutch and the second clutch to switch to the open state, and in the stage where it is determined whether both the first clutch and the second clutch are in the open state, the vehicle is controlled to switch to the idle pure electric four-wheel drive mode.

[0011] The aforementioned technical solution, by precisely targeting the two sub-stages of requesting both clutches to switch to the open state and determining whether both clutches are both open in the second stage of switching the vehicle to the idle pure electric four-wheel drive mode, completely bypasses the critical nodes of clutch action execution and status verification, fundamentally preventing the cut-back command from interrupting the normal clutch operation process. In the stage requesting both clutches to switch to the open state, the clutches are in the process of disengaging. Switching the vehicle to the idle pure electric four-wheel drive mode at this time, i.e., prohibiting a switch back to direct drive mode, prevents the cut-back command from forcibly interrupting the clutch disengagement process, avoiding abnormal clutch impact. In the verification stage determining whether both clutches are open, the vehicle controller is at a critical node confirming the transmission path status. Switching the vehicle to the idle pure electric four-wheel drive mode at this time, i.e., prohibiting a switch back to direct drive mode, prevents the status verification logic from being interfered with by the cut-back command, preventing misjudgments of the clutch status.

[0012] In conjunction with the first aspect and the above-described implementations, in some possible implementations, the vehicle includes a transmission, an engine, and a clutch. The transmission includes a first input shaft and a second input shaft, and the clutch includes a first clutch and a second clutch. The first input shaft is connected to the first clutch, and the second input shaft is connected to the second clutch. When the first clutch is closed, the engine is connected to the first input shaft. When the second clutch is closed, the engine is connected to the second input shaft. In the case where the first mode is an idle pure electric four-wheel drive mode and the second mode is a direct drive mode, the first stage includes a stage of requesting the two ends of the target clutch of the vehicle to synchronize their speeds. The target clutch is either the first clutch or the second clutch. The second stage includes a stage of requesting the target clutch to switch to a closed state and a stage of determining whether the target clutch is in a closed state.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, during the switching process of the vehicle's actual operating mode from the first mode to the second mode, it is determined whether the vehicle meets the preset conditions for switching back to the first mode, including: during the switching process of the vehicle's actual operating mode from the idle pure electric four-wheel drive mode to the direct drive mode, if it is determined that the duration of the target clutch being in the open state is greater than or equal to a preset duration threshold, or the duration of the speeds at both ends of the target clutch not being synchronized is greater than or equal to a preset duration threshold, then it is determined that the vehicle meets the preset conditions for switching back to the idle pure electric four-wheel drive mode.

[0014] The aforementioned technical solution, by using the duration of the target clutch being open and the duration of the speed discrepancy between the two ends as the criteria for switching back to the idle pure electric four-wheel drive mode during the transition from idle pure electric four-wheel drive mode to direct drive mode, can reduce the probability of misjudgment and avoid unnecessary switching actions triggered by momentary signal jitter. When the duration of the target clutch being open reaches a preset duration threshold, it indicates that the clutch has not been closed for a long time, and switching back to the idle pure electric four-wheel drive mode is allowed. When the duration of the speed discrepancy between the two ends of the target clutch reaches a preset duration threshold, it indicates that the speed discrepancy between the two ends of the target clutch has been long, and forcibly continuing to complete the mode switch would cause clutch engagement shock. In this case, switching back to the idle pure electric four-wheel drive mode is allowed, which can terminate the risky switching process in time and protect the clutch from damage.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, before determining whether the vehicle meets the preset conditions for switching back to the first mode during the switching process of the vehicle's actual operation mode from the first mode to the second mode, the method further includes: obtaining the driver's required torque and the vehicle's current speed; and determining whether the vehicle's actual operation mode can be switched from the first mode to the second mode based on the driver's required torque and the current speed.

[0016] The aforementioned technical solution, by adding a pre-verification step based on the driver's required torque and current vehicle speed before determining the preset conditions for switching back to the first mode during mode switching, can filter out all invalid operating conditions that lack the basis for switching from the source. Firstly, acquiring the two core operating parameters of the driver's required torque and current vehicle speed allows for precise matching of the vehicle's current power output and driving conditions. Determining whether the mode switching action itself can be executed based on these two core operating parameters avoids power conflicts that may occur during subsequent switching, thereby reducing the probability of invalid or erroneous switching.

[0017] Combining the first aspect and the above implementation methods, in some possible implementation methods, based on the driver's required torque and the current speed, it is determined whether the actual operating mode of the vehicle can be switched from the first mode to the second mode, including: when the first mode is the direct drive mode and the second mode is the idle pure electric four-wheel drive mode, if the driver's required torque is less than a preset required torque threshold and the current speed is less than a preset speed threshold, it is determined that the actual operating mode of the vehicle can be switched from the direct drive mode to the idle pure electric four-wheel drive mode.

[0018] The aforementioned technical solution, by clearly defining the differentiated judgment conditions for bidirectional switching between direct drive mode and idle pure electric four-wheel drive mode, ensures that each mode switch accurately matches the applicable operating conditions of the corresponding mode, thus avoiding unreasonable mode switching from the outset. When switching from direct drive mode to idle pure electric four-wheel drive mode, since the idle pure electric four-wheel drive mode is more suitable for stable operating conditions with low torque demand and low vehicle speed, the vehicle can be controlled to switch from direct drive mode to idle pure electric four-wheel drive mode when the driver's required torque is less than the preset required torque threshold and the current vehicle speed is less than the preset speed threshold. This makes the overall state of the vehicle more consistent with the operating mode, thereby ensuring the normal operation of the vehicle.

[0019] Combining the first aspect and the above implementation methods, in some possible implementation methods, based on the driver's required torque and the current speed, it is determined whether the actual operating mode of the vehicle can be switched from the first mode to the second mode, including: when the first mode is the idle pure electric four-wheel drive mode and the second mode is the direct drive mode, if the driver's required torque is greater than or equal to a preset required torque threshold, or the current speed is greater than or equal to a preset speed threshold, then it is determined that the actual operating mode of the vehicle can be switched from the idle pure electric four-wheel drive mode to the direct drive mode.

[0020] The aforementioned technical solution, by clearly defining the differentiated judgment conditions for bidirectional switching between direct drive mode and idle pure electric four-wheel drive mode, ensures that each mode switch accurately matches the applicable operating conditions of the corresponding mode, thus avoiding unreasonable mode switching from the source. When switching from idle pure electric four-wheel drive mode to direct drive mode, since direct drive mode is more suitable for operating conditions with high torque demand and high vehicle speed, the vehicle can be controlled to switch from idle pure electric four-wheel drive mode to direct drive mode when the driver's required torque is greater than or equal to a preset required torque threshold or the current vehicle speed is greater than or equal to a preset speed threshold. This makes the overall state of the vehicle more consistent with the operating mode, thereby ensuring the normal operation of the vehicle.

[0021] Secondly, a vehicle control device is provided, comprising: a judgment module, configured to determine whether the vehicle meets preset conditions for switching back to the first mode during the switching process from a first mode to a second mode in the actual operation mode of the vehicle, the switching process including a first stage and a second stage, the second stage being after the first stage; a first control module, configured to control the vehicle to switch back to the first mode if the vehicle meets the preset conditions for switching back to the first mode when the switching process is in the first stage; and a second control module, configured to control the vehicle to switch to the second mode when the switching process is in the second stage.

[0022] In conjunction with the second aspect, in some implementations of the second aspect, when the first mode is a direct drive mode and the second mode is an idle pure electric four-wheel drive mode, the first stage includes a stage of requesting the vehicle's engine to reduce torque or a stage of requesting the vehicle's engine to enter idle speed control, and the second stage includes a stage of requesting the vehicle's clutch to switch to the open state and a stage of determining whether the clutch is in the open state.

[0023] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the judgment module is specifically used to: during the switching process of the vehicle's actual operating mode from direct drive mode to idle pure electric four-wheel drive mode, if it is determined that the driver's required torque is greater than the target required torque, or the vehicle's electronic stability system is in an active state, or the clutch is in an abnormal state, then it is determined that the vehicle meets the preset conditions for switching back to direct drive mode; wherein, the target required torque is determined based on the vehicle's current speed or the maximum driving torque of the vehicle's motor.

[0024] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the vehicle includes a transmission and a clutch. The transmission includes a first input shaft and a second input shaft, and the clutch includes a first clutch and a second clutch. The first input shaft is connected to the first clutch, and the second input shaft is connected to the second clutch. The second control module is specifically used to control the vehicle to switch to idle pure electric four-wheel drive mode when the switching process is in the stage of requesting that both the first clutch and the second clutch be switched to the open state, and in the stage of determining whether both the first clutch and the second clutch are in the open state.

[0025] In conjunction with the second aspect and the above-described implementations, in some implementations of the second aspect, the vehicle includes a transmission, an engine, and a clutch. The transmission includes a first input shaft and a second input shaft, and the clutch includes a first clutch and a second clutch. The first input shaft is connected to the first clutch, and the second input shaft is connected to the second clutch. When the first clutch is in a closed state, the engine is connected to the first input shaft. When the second clutch is in a closed state, the engine is connected to the second input shaft. When the first mode is an idle pure electric four-wheel drive mode and the second mode is a direct drive mode, the first stage includes a stage of requesting the two ends of the target clutch of the vehicle to synchronize their speeds. The target clutch is either the first clutch or the second clutch. The second stage includes a stage of requesting the target clutch to switch to a closed state and a stage of determining whether the target clutch is in a closed state.

[0026] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the vehicle includes a transmission, an engine, and a clutch. The transmission includes a first input shaft and a second input shaft, and the clutch includes a first clutch and a second clutch. The first input shaft is connected to the first clutch, and the second input shaft is connected to the second clutch. When the first clutch is in the closed state, the engine is connected to the first input shaft; when the second clutch is in the closed state, the engine is connected to the second input shaft. The judgment module is specifically used to: during the switching process of the vehicle's actual operating mode from idle pure electric four-wheel drive mode to direct drive mode, if it is determined that the duration of the target clutch being in the open state is greater than or equal to a preset duration threshold, or the duration of the speeds at both ends of the target clutch being out of sync is greater than or equal to a preset duration threshold, then it is determined that the vehicle meets the preset conditions for switching back to idle pure electric four-wheel drive mode.

[0027] In combination with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the judgment module is specifically used to: obtain the driver's required torque and the vehicle's current speed; and based on the driver's required torque and the current speed, determine whether the actual operation mode of the vehicle can be switched from the first mode to the second mode.

[0028] In combination with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the judgment module is specifically used to: when the first mode is direct drive mode and the second mode is idle pure electric four-wheel drive mode, if the driver's required torque is less than the preset required torque threshold and the current speed is less than the preset speed threshold, then it is determined that the actual operation mode of the vehicle can be switched from direct drive mode to idle pure electric four-wheel drive mode.

[0029] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the judgment module is specifically used to: when the first mode is the idle pure electric four-wheel drive mode and the second mode is the direct drive mode, if the driver's required torque is greater than or equal to the preset required torque threshold, or the current speed is greater than or equal to the preset speed threshold, then it is determined that the actual operation mode of the vehicle can be switched from the idle pure electric four-wheel drive mode to the direct drive mode.

[0030] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods of the first aspect or any possible implementation thereof.

[0031] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0032] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

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

[0034] Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0035] Figure 3 This is a schematic flowchart of another vehicle control method provided in the embodiments of this application.

[0036] Figure 4 This is a schematic flowchart of a third vehicle control method provided in the embodiments of this application.

[0037] Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0038] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0039] 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.

[0040] 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.

[0041] Figure 1 This is a schematic diagram of the architecture of a vehicle provided in an embodiment of this application.

[0042] For example, such as Figure 1As shown, vehicle 100 includes: a front drive motor 101, a front axle transmission 102, an engine 103, a front axle differential 104, front wheels, a power battery 107, a rear drive motor 108, a rear axle transmission 109, a rear axle differential 110, and rear wheels. The front wheels include a left front wheel 105 and a right front wheel 106, and the rear wheels include a left rear wheel 111 and a right rear wheel 112.

[0043] The front drive motor 101 is located on the front axle and is used to provide power to the front wheels to drive the vehicle through the front axle transmission 102, or to function as a generator.

[0044] The front axle transmission 102 is a 4-speed transmission, including four forward gears: 1st, 2nd, 3rd, and 4th. Specifically, the front axle transmission 102 includes a first clutch 1021, a second clutch 1022, a first input shaft 1023, a second input shaft 1024, a first synchronizer 1025, and a second synchronizer 1026. In this embodiment, the transmission refers to the front axle transmission 102.

[0045] The first clutch 1021 is also known as the K1 clutch (odd-numbered gear clutch), and the second clutch 1022 is also known as the K2 clutch (even-numbered gear clutch). The first clutch 1021 and the second clutch 1022 are used to connect or disconnect the mechanical connection between the engine 103 and the input shaft of the front axle transmission 102. The input shaft of the front axle transmission 102 is the first input shaft 1023 and the second input shaft 1024 mentioned above.

[0046] Specifically, the first clutch 1021 is connected to the first input shaft 1023. When the first clutch 1021 is in the open state, the engine 103 is disconnected from the first input shaft 1023. When the first clutch 1021 is in the closed state, the engine 103 is connected to the first input shaft 1023.

[0047] The second clutch 1022 is connected to the second input shaft 1024. When the second clutch 1022 is in the open state, the engine 103 and the second input shaft 1024 are disconnected. When the second clutch 1022 is in the closed state, the engine 103 and the second input shaft 1024 are connected.

[0048] The first input shaft 1023, also known as the odd-numbered shaft, includes odd-numbered gears: 1st gear and 3rd gear. The first synchronizer 1025 is used to select whether to engage 1st or 3rd gear on the first input shaft 1023, so that the engine 103 can transmit the power corresponding to 1st or 3rd gear. Specifically, when the engaging sleeve of the first synchronizer 1025 moves to the right, the first synchronizer 1025 locks the G1 gear, which is rigidly connected to the output shaft, and the engine power is output through the G1 gear. When the engaging sleeve of the first synchronizer 1025 moves to the left, the first synchronizer 1025 locks the G3 gear, which is rigidly connected to the output shaft, and the engine power is output through the G3 gear.

[0049] The second input shaft 1024, also known as the even-numbered shaft, includes even-numbered gears: 2nd gear and 4th gear. The second synchronizer 1026 is used to select whether to engage 2nd or 4th gear on the second input shaft 1024, so that the engine 103 can transmit the power corresponding to 2nd or 4th gear. Specifically, when the engagement sleeve of the second synchronizer 1026 moves to the right, the second synchronizer 1026 locks the G2 gear, which is rigidly connected to the output shaft, and the engine power is output through the G2 gear. When the engagement sleeve of the second synchronizer 1026 moves to the left, the second synchronizer 1026 locks the G4 gear, which is rigidly connected to the output shaft, and the engine power is output through the G4 gear.

[0050] In addition, the front drive motor 101 is also connected to the second input shaft 1024 of the front axle transmission 102, and the second clutch 1022 is also used to connect or disconnect the connection between the engine 103 and the front drive motor 101.

[0051] Engine 103 is one of the vehicle's power sources, generating power by burning fuel (e.g., gasoline, diesel). The power generated by engine 103 is transmitted to the front axle transmission 102, ultimately driving the vehicle's front wheels.

[0052] The front axle differential 104 is located between the left front wheel 105 and the right front wheel 106 to allow the left front wheel 105 and the right front wheel 106 to rotate at different speeds when the vehicle is turning. Through the front axle differential 104, the outer wheel can rotate at a faster speed and the inner wheel can rotate at a slower speed, ensuring that the vehicle turns smoothly.

[0053] The power battery 107 supplies power to the front drive motor 101 and the rear drive motor 108 so that the front drive motor 101 and the rear drive motor 108 can output torque to drive the vehicle.

[0054] The rear drive motor 108 is located on the rear axle and is used to provide power to the rear wheels to drive the vehicle via the rear axle transmission 109.

[0055] The rear axle differential 110 is located between the left rear wheel 111 and the right rear wheel 112 to allow the left rear wheel 111 and the right rear wheel 112 to rotate at different speeds when the vehicle is turning. Through the rear axle differential 110, the outer wheel can rotate at a faster speed and the inner wheel can rotate at a slower speed, ensuring that the vehicle turns smoothly.

[0056] To accommodate different road conditions and driving needs, the above architecture typically includes multiple operating modes, such as direct drive mode and idle pure electric four-wheel drive mode.

[0057] Direct drive mode is a powertrain mode where the engine directly participates in driving the vehicle. It is suitable for high-speed driving conditions where the driver demands high torque output. Considering both overall vehicle power and fuel economy, this mode is the optimal choice for this scenario. In direct drive mode, the engine is involved in driving the vehicle. Figure 1 In direct drive mode, the first clutch 1021 or the second clutch 1022 is closed, and the engine 103, the front drive motor 101 and the rear drive motor 108 jointly drive the vehicle.

[0058] The idle-speed pure electric four-wheel drive mode is suitable for low vehicle speeds and situations where the driver does not require high torque output. In this mode, it balances vehicle economy and power, with the engine not needing to intervene in driving; power output is provided solely by the front drive motor 101 and the rear drive motor 108. In idle-speed pure electric four-wheel drive mode, the first clutch 1021 is open, the second clutch 1022 is open, the engine 103 remains at idle, and both the front drive motor 101 and the rear drive motor 108 are in driving mode.

[0059] Based on the above architecture, when the vehicle's actual operating mode is direct drive mode, if the target operating mode is detected to be idle pure electric four-wheel drive mode, the vehicle's actual operating mode will switch from direct drive mode to idle pure electric four-wheel drive mode; when the vehicle's actual operating mode is idle pure electric four-wheel drive mode, if the target operating mode is detected to be direct drive mode, the vehicle's actual operating mode will switch from idle pure electric four-wheel drive mode to direct drive mode.

[0060] However, the inventors of this application discovered through research that in related technologies, during the mode switching process from direct drive mode to idle pure electric four-wheel drive mode, if the target operating mode is detected to change from the original idle pure electric four-wheel drive mode to direct drive mode, the vehicle is immediately controlled to switch back to direct drive mode; similarly, during the mode switching process from idle pure electric four-wheel drive mode to direct drive mode, if the target operating mode is detected to change from the original direct drive mode to idle pure electric four-wheel drive mode, the vehicle is immediately controlled to switch back to idle pure electric four-wheel drive mode. It is evident that the mode switching in the prior art is relatively frequent. Furthermore, the mode switching process between direct drive mode and idle pure electric four-wheel drive mode involves not only clutch opening or closing control but also engine torque reduction or speed adjustment control. Based on the aforementioned mode switching methods, not only is frequent clutch opening or closing necessary, but frequent engine torque reduction or speed adjustment is also required. During this frequent adjustment of the clutch and engine, the state of the clutch and engine may not match the actual needs of the vehicle, potentially causing the mode switching process to stall and resulting in the vehicle losing power.

[0061] To address the aforementioned technical problems, this application provides a vehicle control method. The method is executed by the vehicle, specifically by the controller within the vehicle. This method improves the rationality of mode switching, ensuring that the overall state of the vehicle matches its actual needs and enhancing the vehicle's driving stability.

[0062] Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0063] For example, such as Figure 2 As shown, the method 200 includes: Step 201: During the switching process of the vehicle's actual operating mode from the first mode to the second mode, determine whether the vehicle meets the preset conditions for switching back to the first mode. The switching process includes a first stage and a second stage, with the second stage following the first stage.

[0064] Step 202: If the vehicle meets the preset conditions for switching back to the first mode when the switching process is in the first stage, then control the vehicle to switch back to the first mode.

[0065] Step 203: When the switching process is in the second stage, control the vehicle to switch to the second mode.

[0066] In existing technologies, mode switching is relatively frequent. For example, during the transition from the first mode to the second mode, if the target operating mode is detected to change from the original second mode to the first mode, the vehicle is immediately controlled to switch back to the first mode. Since there is no clear distinction between the first and second stages, if the mode switchback occurs in the second stage, it may cause a conflict between the control logic of the first and second modes. For example, assuming the clutch is in the open state in the first mode and the clutch is in the closed state in the second mode, during the transition from the first mode to the second mode, the clutch may be in or already in the closed state in the second stage. If the mode switchback is executed in the second stage, the open state that the clutch needs to switch to will conflict with the current closed state, resulting in the need to frequently switch the clutch state. Switching the clutch state requires reducing torque or speed, which can easily cause a power interruption in the entire vehicle. Based on this, this application divides the mode switching process into a first stage and a second stage that are connected sequentially. The first stage can be understood as the stage where switching back to the previous mode will not cause a power interruption in the vehicle, and the second stage can be understood as the stage where switching back to the previous mode may cause a power interruption in the vehicle. By setting differentiated switching back control logic in different stages, the vehicle always switches back to the previous mode only at the appropriate stage. That is, the vehicle's state remains consistent with the overall vehicle state when switching back to the previous mode, thereby reducing the probability of a power interruption in the vehicle during the mode switching process and avoiding abnormal conditions such as engine over-revving and power interruption caused by the vehicle forcibly switching back to the first mode in the latter half of the switching process. Specifically, when the switching process is in the first stage, the switching action has not yet progressed to the irreversible point. At this time, vehicles that meet the conditions are allowed to switch back to the first mode, fully preserving the flexibility of mode switching, adapting to scenarios where the driver temporarily changes their operating intentions, and avoiding unnecessary repeated mode switching. After the switching process enters the second stage, the switching action has progressed to the latter half. At this point, directly controlling the vehicle to switch to the second mode prevents the vehicle from being interrupted midway through the switching process, avoiding conflicts between the control logic of the two modes and ensuring the smoothness and safety of the entire mode switching process. Therefore, combining the differentiated control rules of the two stages not only ensures that the vehicle responds promptly to reasonable switchback requests during the mode switching process, but also avoids safety risks such as engine over-revving and sudden power drop caused by a forced switchback in the latter half, thereby ensuring the normal operation and driving safety of the vehicle.

[0067] The following is about Figure 2 The implementation of each step in the illustrated embodiment will be explained in detail.

[0068] Regarding step 201, it is understood that, for the embodiments of this application, in the first mode and the second mode described above, one is a direct drive mode and the other is an idle pure electric four-wheel drive mode. For example, the first mode is a direct drive mode and the second mode is an idle pure electric four-wheel drive mode, or the first mode is an idle pure electric four-wheel drive mode and the second mode is a direct drive mode.

[0069] During the process of switching the vehicle's actual operating mode from the first mode to the second mode, it indicates that the second mode has been activated as the target operating mode, meaning the second mode is in an active state. For example, during the process of switching the vehicle's actual operating mode from direct drive mode to idle pure electric four-wheel drive mode, it indicates that the idle pure electric four-wheel drive mode has been activated as the target operating mode, meaning the idle pure electric four-wheel drive mode is in an active state. Similarly, during the process of switching the vehicle's actual operating mode from idle pure electric four-wheel drive mode to direct drive mode, it indicates that the direct drive mode has been activated as the target operating mode, meaning the direct drive mode is in an active state. When the second mode is activated as the target operating mode, it can be determined that the vehicle's actual operating mode can be switched from the first mode to the second mode.

[0070] The following describes a specific method for determining whether a vehicle's actual operating mode can be switched from the first mode to the second mode (i.e., determining whether the second mode is activated as the target operating mode).

[0071] In some embodiments, before determining whether the vehicle meets the preset conditions for switching back to the first mode during the switching process of the vehicle's actual operating mode from the first mode to the second mode, the method further includes: obtaining the driver's required torque and the vehicle's current speed; and determining whether the vehicle's actual operating mode can be switched from the first mode to the second mode based on the driver's required torque and the current speed.

[0072] Understandably, determining whether a vehicle's actual operating mode can be switched from direct drive mode to idle pure electric four-wheel drive mode, or vice versa, can be based on the driver's required torque and the vehicle's current speed.

[0073] The aforementioned technical solution, by adding a pre-verification step based on the driver's required torque and current vehicle speed before determining the preset conditions for switching back to the first mode during mode switching, can filter out all invalid operating conditions that lack the basis for switching from the source. Firstly, acquiring the two core operating parameters of the driver's required torque and current vehicle speed allows for precise matching of the vehicle's current power output and driving conditions. Determining whether the mode switching action itself can be executed based on these two core operating parameters avoids power conflicts that may occur during subsequent switching, thereby reducing the probability of invalid or erroneous switching.

[0074] In some embodiments, determining whether the actual operating mode of the vehicle can be switched from the first mode to the second mode based on the driver's required torque and the current speed includes: when the first mode is a direct drive mode and the second mode is an idle pure electric four-wheel drive mode, if the driver's required torque is less than a preset required torque threshold and the current speed is less than a preset speed threshold, then it is determined that the actual operating mode of the vehicle can be switched from the direct drive mode to the idle pure electric four-wheel drive mode.

[0075] It is understandable that the aforementioned preset torque demand threshold is used to determine whether the driver's torque demand is too high, and this preset torque demand threshold can be pre-calibrated. Similarly, the aforementioned preset speed threshold is used to determine whether the current speed is too high, and this preset speed threshold can also be pre-calibrated.

[0076] When the first mode is direct drive mode and the second mode is idle pure electric four-wheel drive mode, if the driver's required torque is less than the preset required torque threshold and the current speed is less than the preset speed threshold, it means that the vehicle is currently in a low-speed condition and the driver does not have a high torque output requirement. The low-speed condition and the driver's lack of a high torque output requirement are more suitable for the idle pure electric four-wheel drive mode. Therefore, it can be determined that the actual operating mode of the vehicle can be switched from direct drive mode to idle pure electric four-wheel drive mode, that is, the idle pure electric four-wheel drive mode is in an active state as the target operating mode.

[0077] The aforementioned technical solution, by clearly defining the differentiated judgment conditions for bidirectional switching between direct drive mode and idle pure electric four-wheel drive mode, ensures that each mode switch accurately matches the applicable operating conditions of the corresponding mode, thus avoiding unreasonable mode switching from the outset. When switching from direct drive mode to idle pure electric four-wheel drive mode, since the idle pure electric four-wheel drive mode is more suitable for stable operating conditions with low torque demand and low vehicle speed, the vehicle can be controlled to switch from direct drive mode to idle pure electric four-wheel drive mode when the driver's required torque is less than the preset required torque threshold and the current vehicle speed is less than the preset speed threshold. This makes the overall state of the vehicle more consistent with the operating mode, thereby ensuring the normal operation of the vehicle.

[0078] In some embodiments, determining whether the actual operating mode of the vehicle can be switched from the first mode to the second mode based on the driver's required torque and the current speed includes: when the first mode is an idle pure electric four-wheel drive mode and the second mode is a direct drive mode, if the driver's required torque is greater than or equal to a preset required torque threshold, or the current speed is greater than or equal to a preset speed threshold, then it is determined that the actual operating mode of the vehicle can be switched from the idle pure electric four-wheel drive mode to the direct drive mode.

[0079] Understandably, if the driver's required torque is greater than or equal to the preset required torque threshold, or the current speed is greater than or equal to the preset speed threshold, it indicates that the vehicle is currently in a high-speed condition or the driver has a high torque output requirement. Since the high-speed condition or the driver has a high torque output requirement is more suitable for the direct drive mode, it can be determined that the vehicle's actual operating mode can be switched from the idle pure electric four-wheel drive mode to the direct drive mode, that is, the direct drive mode is in an active state as the target operating mode.

[0080] The aforementioned technical solution, by clearly defining the differentiated judgment conditions for bidirectional switching between direct drive mode and idle pure electric four-wheel drive mode, ensures that each mode switch accurately matches the applicable operating conditions of the corresponding mode, thus avoiding unreasonable mode switching from the source. When switching from idle pure electric four-wheel drive mode to direct drive mode, since direct drive mode is more suitable for operating conditions with high torque demand and high vehicle speed, the vehicle can be controlled to switch from idle pure electric four-wheel drive mode to direct drive mode when the driver's required torque is greater than or equal to a preset required torque threshold or the current vehicle speed is greater than or equal to a preset speed threshold. This makes the overall state of the vehicle more consistent with the operating mode, thereby ensuring the normal operation of the vehicle.

[0081] The switching process described above can be divided into a first stage and a second stage, with the second stage following the first stage. The specific content of the first and second stages differs in different mode switching processes.

[0082] In some embodiments, when the first mode is a direct drive mode and the second mode is an idle pure electric four-wheel drive mode, the first stage includes a stage of requesting the vehicle's engine to reduce torque or a stage of requesting the vehicle's engine to enter idle speed control, and the second stage includes a stage of requesting the vehicle's clutch to switch to an open state and a stage of determining whether the clutch is in an open state.

[0083] Understandably, when the first mode is direct drive mode and the second mode is idle pure electric four-wheel drive mode, since the engine is in driving mode and the clutch is in closed state in direct drive mode, and the engine is in idle state and the clutch is in open state in idle pure electric four-wheel drive mode, during the actual switching of the vehicle's operating mode from direct drive mode to idle pure electric four-wheel drive mode, it is necessary not only to control the engine to enter idle state (or control the engine to reduce torque), but also to control the clutch to switch to open state. In order to ensure that the clutch can be opened smoothly, it is necessary to first control the engine to enter idle state (or control the engine to reduce torque), so that the clutch can be opened when the engine torque or speed is low, avoiding the impact of the engine's high torque or high speed on the clutch opening process. Therefore, the first stage may include the stage of requesting the engine to reduce torque or the stage of requesting the engine to enter idle state, and the second stage includes the stage of requesting the vehicle's clutch to switch to open state and the stage of judging whether the clutch is in open state.

[0084] Combination Figure 1 As can be seen, the clutch includes a first clutch and a second clutch. Therefore, the stage of requesting the clutch to switch to the open state can also be understood as requesting that both the first clutch and the second clutch be in the open state. The stage of judging whether the clutch is in the open state can also be understood as judging whether both the first clutch and the second clutch are in the open state.

[0085] In some embodiments, when the first mode is an idle pure electric four-wheel drive mode and the second mode is a direct drive mode, the first stage includes a stage of requesting the two ends of the target clutch of the vehicle to synchronize their speeds, the target clutch being a first clutch or a second clutch, and the second stage includes a stage of requesting the target clutch to switch to a closed state and a stage of determining whether the target clutch is in a closed state.

[0086] Understandably, when the first mode is the idle pure electric four-wheel drive mode and the second mode is the direct drive mode, the clutch is in the open state in the idle pure electric four-wheel drive mode and in the closed state in the direct drive mode. Therefore, during the actual switching of the vehicle's operating mode from the idle pure electric four-wheel drive mode to the direct drive mode, it is necessary to control the clutch to switch to the closed state. In order to ensure that the clutch can engage smoothly, it is necessary to first control the speed synchronization of both ends of the clutch so that the clutch can be closed when the speed of both ends of the clutch is synchronized, thereby avoiding vehicle vibration. Therefore, the first stage may include the stage of requesting the speed synchronization of both ends of the vehicle's clutch, and the second stage may include the stage of requesting the clutch to switch to the closed state and the stage of judging whether the clutch is in the closed state.

[0087] Combination Figure 1It is known that the clutch includes a first clutch and a second clutch. In direct drive mode, only the first clutch or only the second clutch needs to be closed to transmit engine power to the wheels. That is to say, in the stages of requesting the speed synchronization of both ends of the clutch, requesting the clutch to switch to the closed state, and judging whether the clutch is in the closed state, it is only necessary to ensure that the speed synchronization of both ends of one clutch is achieved and that it is switched to the closed state. Therefore, the first clutch or the second clutch can be referred to as the target clutch. Based on this, the first stage can include the stage of requesting the speed synchronization of both ends of the target clutch of the vehicle, and the second stage can include the stage of requesting the target clutch to switch to the closed state and the stage of judging whether the target clutch is in the closed state.

[0088] During the process of switching the vehicle's actual operating mode from the first mode to the second mode, it is also necessary to continuously determine whether the vehicle meets the preset conditions for switching back to the first mode. That is, it is necessary not only to determine whether the vehicle meets the preset conditions for switching back to the first mode in the first stage, but also in the second stage.

[0089] The following section will detail the specific preset conditions that need to be met to switch back to the first mode during different mode switching processes.

[0090] In some embodiments, during the switching process of the vehicle's actual operating mode from the first mode to the second mode, determining whether the vehicle meets the preset conditions for switching back to the first mode includes: during the switching process of the vehicle's actual operating mode from the direct drive mode to the idle pure electric four-wheel drive mode, if it is determined that the driver's required torque is greater than the target required torque, or the vehicle's electronic stability system is activated, or the clutch is in an abnormal state, then it is determined that the vehicle meets the preset conditions for switching back to the direct drive mode; wherein, the target required torque is determined based on the vehicle's current speed or the maximum drive torque of the vehicle's motor.

[0091] Understandably, during the transition from direct drive mode to idle pure electric four-wheel drive mode, if the driver has a high torque demand, it indicates that the vehicle's current state is more suited to direct drive mode. Therefore, the vehicle is deemed to meet the preset conditions for switching back to direct drive mode. Furthermore, the driver's high torque demand can be determined based on the relationship between the driver's required torque and the target required torque. Specifically, when the driver's required torque is greater than the target required torque, it is determined that the driver has a high torque demand. The target required torque can be determined based on the vehicle's current speed or the maximum drive torque of the vehicle's electric motor.

[0092] In one possible implementation, the target torque requirement is determined by querying a preset correspondence based on the vehicle's current speed. The preset correspondence describes the relationship between the current speed and the target torque requirement, and the current speed and the target torque requirement are positively correlated.

[0093] Specifically, as the vehicle's current speed gradually increases, it indicates that the vehicle's driving resistance also gradually increases, thus requiring more torque to maintain the vehicle's movement. Therefore, the target torque demand also gradually increases. However, when the driver's required torque is greater than the target torque demand, it means that the driver actually needs more torque. In order to maintain the normal driving of the vehicle, it is possible to consider controlling the engine to intervene in the drive. That is, it can be determined that the vehicle meets the preset conditions for switching back to direct drive mode.

[0094] Another possible implementation is to use the maximum drive torque that the vehicle's motor can provide as the target required torque. Combined with... Figure 1 The maximum driving torque that the aforementioned motor can provide can be understood as the sum of the maximum driving torque that the front drive motor can provide and the maximum driving torque that the rear drive motor can provide.

[0095] Specifically, when the driver's required torque is greater than the maximum driving torque that the motor can provide, it means that the idle pure electric four-wheel drive mode cannot meet the actual driving needs of the vehicle. In order to ensure that the vehicle can drive normally, it is necessary to control the vehicle to drive in direct drive mode. That is, it can be determined that the vehicle meets the preset conditions for switching back to direct drive mode.

[0096] During the transition from direct drive mode to idle pure electric four-wheel drive mode, if the vehicle's Electronic Stability Program (ESP) is detected as active, it indicates that the ESP is adjusting the vehicle's posture for stability. Considering driving safety, mode switching is prohibited at this time. Therefore, it can be determined that the vehicle meets the preset conditions for switching back to direct drive mode. Furthermore, if the Anti-lock Braking System (ABS) is detected as active, it indicates that the vehicle is in an emergency braking state. Considering overall vehicle safety, mode switching is paused at this time. Therefore, it can also be determined that the vehicle meets the preset conditions for switching back to direct drive mode.

[0097] If the clutch is in an abnormal state during the actual operation of the vehicle, switching from direct drive mode to idle pure electric four-wheel drive mode, it means that the clutch cannot be controlled to open or close. Since switching from direct drive mode to idle pure electric four-wheel drive mode requires controlling the clutch to open, the mode cannot be switched. Therefore, it is determined that the vehicle meets the preset conditions for switching back to direct drive mode.

[0098] The aforementioned technical solution, by clearly defining multi-dimensional conditions for switching back to direct drive mode during the transition from direct drive mode to idle pure electric four-wheel drive mode, can improve the accuracy of switching scenario recognition and avoid power anomalies caused by misjudgment or missed judgment of switching requests. When the driver's required torque is greater than the target required torque, it indicates that the power response of direct drive mode is more suitable under the current operating conditions. In this case, allowing a switch back can quickly match the driver's power output demand and avoid power output lag. When the electronic stability system is activated, it indicates that the vehicle is in a special operating condition of dynamic body adjustment. Switching back to mode under this condition is not conducive to vehicle stability. Therefore, allowing a switch back to direct drive mode can ensure vehicle posture stability. When the clutch is in an abnormal state, timely switching back to direct drive mode can avoid risks such as power interruption caused by clutch failure. At the same time, the target required torque is dynamically determined by combining the current vehicle speed and the maximum drive torque of the motor, which allows the judgment threshold to adapt to different driving conditions and avoids the problem of fixed thresholds being falsely triggered in special situations.

[0099] In some embodiments, during the switching process of the vehicle's actual operating mode from the first mode to the second mode, determining whether the vehicle meets the preset conditions for switching back to the first mode includes: during the switching process of the vehicle's actual operating mode from the idle pure electric four-wheel drive mode to the direct drive mode, if it is determined that the duration of the target clutch being in the open state is greater than or equal to a preset duration threshold, or the duration of the rotational speeds at both ends of the target clutch being out of sync is greater than or equal to a preset duration threshold, then it is determined that the vehicle meets the preset conditions for switching back to the idle pure electric four-wheel drive mode.

[0100] It is understood that the aforementioned preset duration threshold is used to determine whether the target clutch has not been closed for a long time and whether the speeds at both ends of the target clutch have not been synchronized for a long time. The preset duration threshold can be pre-calibrated, and optionally, the preset duration threshold can be pre-calibrated to 10s.

[0101] During the transition from idle pure electric four-wheel drive mode to direct drive mode, if the duration for which the target clutch is in the open state is greater than or equal to a preset duration threshold, it indicates that the target clutch has not closed for an extended period, suggesting a possible abnormal state preventing it from disengaging. In this case, control to switch the target clutch to the open state can be stopped, meaning the vehicle can be determined to meet the preset conditions for switching back to idle pure electric four-wheel drive mode. Since the target clutch includes either a first clutch or a second clutch, when the duration for which either the first clutch is in the open state is greater than or equal to the preset duration threshold, or when the duration for which either the first clutch is in the open state is greater than or equal to the preset duration threshold, the vehicle can be determined to meet the preset conditions for switching back to idle pure electric four-wheel drive mode.

[0102] During the transition from idle pure electric four-wheel drive mode to direct drive mode, if the duration of time during which the speeds at both ends of the target clutch are out of sync is greater than or equal to a preset duration threshold, it indicates that the target clutch has not been in sync for an extended period, suggesting that the target clutch may be in an abnormal state, preventing speed synchronization. In this case, control of the target clutch to continue syncing can be stopped, meaning the vehicle can be determined to meet the preset conditions for switching back to idle pure electric four-wheel drive mode. Since the target clutch includes either a first clutch or a second clutch, when the duration of time during which the speeds at both ends of the first clutch are out of sync is greater than or equal to the preset duration threshold, or when the duration of time during which the speeds at both ends of the second clutch are out of sync is greater than or equal to the preset duration threshold, the vehicle can be determined to meet the preset conditions for switching back to idle pure electric four-wheel drive mode.

[0103] The aforementioned technical solution, by using the duration of the target clutch being open and the duration of the speed discrepancy between the two ends as the criteria for switching back to the idle pure electric four-wheel drive mode during the transition from idle pure electric four-wheel drive mode to direct drive mode, can reduce the probability of misjudgment and avoid unnecessary switching actions triggered by momentary signal jitter. When the duration of the target clutch being open reaches a preset duration threshold, it indicates that the clutch has not been closed for a long time, and switching back to the idle pure electric four-wheel drive mode is allowed. When the duration of the speed discrepancy between the two ends of the target clutch reaches a preset duration threshold, it indicates that the speed discrepancy between the two ends of the target clutch has been long, and forcibly continuing to complete the mode switch would cause clutch engagement shock. In this case, switching back to the idle pure electric four-wheel drive mode is allowed, which can terminate the risky switching process in time and protect the clutch from damage.

[0104] For step 202, it is understood that if the vehicle is detected to meet the preset conditions for switching back to the first mode in the first stage, the vehicle can be controlled to switch back to the first mode.

[0105] Specifically, during the transition from direct drive mode to idle pure electric four-wheel drive mode, if the vehicle meets the preset conditions for switching back to direct drive mode in the first stage, the vehicle will be controlled to switch back to direct drive mode. That is, if the vehicle meets the preset conditions for switching back to direct drive mode during the stage requesting engine torque reduction, it means the engine may not have completed the torque reduction process yet, and the vehicle can still be controlled to switch back to direct drive mode. Even if the engine has completed the torque reduction process, as long as the clutch has not been requested to disengage, the vehicle can still be controlled to switch back to direct drive mode. Similarly, if the vehicle meets the preset conditions for switching back to direct drive mode during the stage requesting engine to enter idle speed control, it means the engine may not yet be in idle mode, and the vehicle can still be controlled to switch back to direct drive mode. Even if the engine has entered idle mode, as long as the clutch has not been requested to disengage, the vehicle can still be controlled to switch back to direct drive mode.

[0106] During the transition from idle pure electric four-wheel drive mode to direct drive mode, if the vehicle meets the preset conditions for switching back to idle pure electric four-wheel drive mode in the first stage, the vehicle will be controlled to switch back to idle pure electric four-wheel drive mode. That is, if the vehicle meets the preset conditions for switching back to idle pure electric four-wheel drive mode during the stage where the target clutch is requested to synchronize its speeds, it means that the speeds of the first or second clutch are not yet synchronized. In this case, the vehicle can still be controlled to switch back to idle pure electric four-wheel drive mode. Even if the speeds of the target clutch are synchronized, as long as the target clutch has not yet been requested to close, the vehicle can still be controlled to switch back to idle pure electric four-wheel drive mode.

[0107] For step 203, it is understood that if the vehicle is detected to meet the preset conditions for switching back to the first mode in the second stage, the vehicle is controlled to switch to the second mode, that is, the vehicle is prohibited from switching back to the first mode.

[0108] Specifically, during the switching process from direct drive mode to idle pure electric four-wheel drive mode in the actual operation mode of the vehicle, when the switching process is in the second stage, the vehicle is controlled to switch to the second mode, including: when the switching process is in the stage of requesting both the first clutch and the second clutch to switch to the open state, and when it is in the stage of determining whether both the first clutch and the second clutch are in the open state, the vehicle is controlled to switch to idle pure electric four-wheel drive mode.

[0109] Understandably, during the transition from direct drive mode to idle pure electric four-wheel drive mode, if the vehicle meets the preset conditions for switching back to direct drive mode in the second stage, the vehicle is controlled to switch to idle pure electric four-wheel drive mode, thus preventing the vehicle from switching back to direct drive mode. Specifically, if the vehicle meets the preset conditions for switching back to direct drive mode during the stage requesting both the first and second clutches to be engaged, it indicates that the Vehicle Control Unit (VCU) has sent an engagement command to the Transmission Control Unit (TCU) for the first and second clutches. This means that the first and second clutches are either engaging or fully engaged. In this case, to ensure the compatibility between the vehicle's overall state and its operating mode, the vehicle needs to continue switching to idle pure electric four-wheel drive mode; therefore, switching back to direct drive mode is prohibited.

[0110] If, during the stage determining whether both the first and second clutches are open, the vehicle is detected to meet the preset conditions for switching back to direct drive mode, then since the TCU has already received the instruction requesting the first and second clutches to switch to the open state during the preceding process, under normal circumstances, the first and second clutches are already fully open, and it is no longer possible to switch back to direct drive mode. However, if it is detected that the first and second clutches are not yet open, it indicates that the first and second clutches may be switching to the open state. Considering the compatibility between the vehicle's actual operating mode and the overall state of the vehicle, the mode switching can continue, i.e., the vehicle will not switch back to direct drive mode. In other words, if the vehicle is detected to meet the preset conditions for switching to direct drive mode in the second stage, regardless of whether the first and second clutches are fully open, the vehicle cannot be controlled to switch back to direct drive mode. Therefore, the vehicle needs to be switched to idle pure electric four-wheel drive mode, i.e., the vehicle is prohibited from switching back to direct drive mode.

[0111] The aforementioned technical solution, by precisely targeting the two sub-stages of requesting both clutches to switch to the open state and determining whether both clutches are both open in the second stage of switching the vehicle to the idle pure electric four-wheel drive mode, completely bypasses the critical nodes of clutch action execution and status verification, fundamentally preventing the cut-back command from interrupting the normal clutch operation process. In the stage requesting both clutches to switch to the open state, the clutches are in the process of disengaging. Switching the vehicle to the idle pure electric four-wheel drive mode at this time, i.e., prohibiting a switch back to direct drive mode, prevents the cut-back command from forcibly interrupting the clutch disengagement process, avoiding abnormal clutch impact. In the verification stage determining whether both clutches are open, the vehicle controller is at a critical node confirming the transmission path status. Switching the vehicle to the idle pure electric four-wheel drive mode at this time, i.e., prohibiting a switch back to direct drive mode, prevents the status verification logic from being interfered with by the cut-back command, preventing misjudgments of the clutch status.

[0112] During the transition from idle pure electric four-wheel drive mode to direct drive mode, if the vehicle meets the preset conditions for switching back to idle pure electric four-wheel drive mode in the second stage, the vehicle is controlled to switch to direct drive mode, i.e., switching back to idle pure electric four-wheel drive mode is prohibited. Specifically, if the vehicle meets the preset conditions for switching back to idle pure electric four-wheel drive mode during the stage requesting the target clutch to engage, it indicates that the VCU has sent a target clutch engagement command to the TCU, or the TCU itself requests control to engage the target clutch. This means the target clutch is either engaging or fully engaged. In this case, to ensure the compatibility between the vehicle's overall state and its operating mode, the vehicle needs to continue switching to direct drive mode; therefore, switching back to idle pure electric four-wheel drive mode is prohibited.

[0113] If, during the stage of determining whether the target clutch is in a closed state, it is detected that the vehicle meets the preset conditions for switching back to the idle pure electric four-wheel drive mode, then because the TCU has already received the instruction to switch the target clutch to a closed state in the previous process, or the TCU has already requested to control the target clutch to switch to a closed state on its own, the target clutch is generally already in a closed state at this time, and it is no longer possible to switch back to the idle pure electric four-wheel drive mode. However, if it is detected that the target clutch is not yet closed, it means that the target clutch is switching to a closed state. Considering the adaptability of the vehicle's actual operating mode and the overall state of the vehicle, the mode switching can continue, that is, the vehicle will not switch back to the idle pure electric four-wheel drive mode. In other words, if it is detected in the second stage that the vehicle meets the preset conditions for switching back to the idle pure electric four-wheel drive mode, regardless of whether the target clutch has been completely closed, the vehicle cannot be controlled to switch back to the idle pure electric four-wheel drive mode. Therefore, it is necessary to control the vehicle to switch to direct drive mode, that is, to prohibit the vehicle from switching back to the idle pure electric four-wheel drive mode.

[0114] Figure 3 This is a schematic flowchart of another vehicle control method provided in the embodiments of this application.

[0115] For example, such as Figure 3 As shown, the method 300 includes: Step 301: Confirm that the vehicle begins to switch from direct drive mode to idle pure electric four-wheel drive mode.

[0116] Step 302: Determine whether to request engine idle speed control. If yes, proceed to step 303; otherwise, proceed to step 305.

[0117] Step 303: The engine responds to the idle request.

[0118] Step 304: Determine if the engine is idling. If yes, proceed to step 307; otherwise, continue with step 304.

[0119] Step 305: The engine responds to the torque reduction request.

[0120] Step 306: Determine whether the actual torque of the engine is less than a preset torque threshold. If yes, proceed to step 307; otherwise, continue with step 306.

[0121] Understandably, if the vehicle begins to switch from direct drive mode to idle pure electric four-wheel drive mode, it indicates that the driver's torque demand is relatively low. When the driver's torque demand is low, it's advisable to control the engine to idle or reduce engine torque to match the vehicle's overall performance to the driver's actual needs. This low torque demand means the driver is beginning to release the accelerator pedal. If the driver completely releases the accelerator pedal, it indicates extremely low torque demand, and the engine can be directly requested to idle. If the driver releases the accelerator pedal but not completely, the engine can reduce torque to match the driver's torque demand. Therefore, during the transition from direct drive mode to idle pure electric four-wheel drive mode, priority should be given to requesting engine idle control. If idle control is not requested, then engine torque reduction should be requested to improve the efficiency of the mode transition.

[0122] Step 307: Request the vehicle's first and second clutches to be switched to the open state.

[0123] Step 308: Determine whether both the first clutch and the second clutch are in the open state. If yes, proceed to step 309; otherwise, continue with step 308.

[0124] Step 309: Confirm that the vehicle is in idle pure electric four-wheel drive mode.

[0125] Step 310: Determine if the vehicle meets the preset conditions for switching back to direct drive mode. If yes, proceed to step 311; otherwise, continue with step 310.

[0126] Step 311: Control the vehicle to switch back to direct drive mode.

[0127] In the above Figure 3 In the process, the first stage may include steps 302, 303, 304, 305, and 306, and the second stage may include steps 307 and 308. At the same time, step 311 can be executed not only in the first stage but also in the second stage. However, step 311 can only be executed in the first stage. In the second stage, regardless of whether the vehicle meets the preset conditions for switching back to direct drive mode, step 311 will not be executed. That is, even if the vehicle meets the preset conditions for switching back to direct drive mode, step 311 will not be executed, and the switching to idle pure electric four-wheel drive mode will continue.

[0128] Figure 4 This is a schematic flowchart of a third vehicle control method provided in the embodiments of this application.

[0129] For example, such as Figure 4As shown, the method 400 includes: Step 401: Confirm that the vehicle begins to switch from idle pure electric four-wheel drive mode to direct drive mode.

[0130] Step 402: Request the target clutches of the vehicle to synchronize their rotational speeds.

[0131] Step 403: Determine whether the rotational speeds at both ends of the target clutch are synchronized. If yes, proceed to step 404; otherwise, continue with step 403.

[0132] Step 404: Request the target clutch to switch to the closed state.

[0133] Step 405: Determine if the target clutch is engaged. If yes, proceed to step 406; otherwise, continue with step 405.

[0134] Step 406: Determine that the vehicle is in direct drive mode.

[0135] Step 407: Determine if the vehicle meets the preset conditions for switching back to idle pure electric four-wheel drive mode. If yes, proceed to step 408; otherwise, continue with step 407.

[0136] Step 408: Control the vehicle to switch back to idle pure electric four-wheel drive mode.

[0137] In the above Figure 4 In the process, the first stage includes steps 402 and 403, and the second stage includes steps 404 and 405. Step 407 can be executed in both the first and second stages. However, step 408 can only be executed in the first stage. In the second stage, step 408 will not be executed regardless of whether the vehicle meets the preset conditions for switching back to the idle pure electric four-wheel drive mode. That is, even if the vehicle meets the preset conditions for switching back to the idle pure electric four-wheel drive mode, step 408 will not be executed, and the switching to the direct drive mode will continue.

[0138] In summary, the vehicle control method provided in this application has the following beneficial effects: In existing technologies, mode switching is relatively frequent. For example, during the transition from the first mode to the second mode, if the target operating mode is detected to change from the original second mode to the first mode, the vehicle is immediately controlled to switch back to the first mode. Since there is no clear distinction between the first and second stages, if the mode switchback occurs in the second stage, it may cause a conflict between the control logic of the first and second modes. For example, assuming the clutch is in the open state in the first mode and the clutch is in the closed state in the second mode, during the transition from the first mode to the second mode, the clutch may be in or already in the closed state in the second stage. If the mode switchback is executed in the second stage, the open state that the clutch needs to switch to will conflict with the current closed state, resulting in the need to frequently switch the clutch state. Switching the clutch state requires reducing torque or speed, which can easily cause a power interruption in the entire vehicle. Based on this, this application divides the mode switching process into a first stage and a second stage that are connected sequentially. The first stage can be understood as the stage where switching back to the previous mode will not cause a power interruption in the vehicle, and the second stage can be understood as the stage where switching back to the previous mode may cause a power interruption in the vehicle. By setting differentiated switching back control logic in different stages, the vehicle always switches back to the previous mode only at the appropriate stage. That is, the vehicle's state remains consistent with the overall vehicle state when switching back to the previous mode, thereby reducing the probability of a power interruption in the vehicle during the mode switching process and avoiding abnormal conditions such as engine over-revving and power interruption caused by the vehicle forcibly switching back to the first mode in the latter half of the switching process. Specifically, when the switching process is in the first stage, the switching action has not yet progressed to the irreversible point. At this time, vehicles that meet the conditions are allowed to switch back to the first mode, fully preserving the flexibility of mode switching, adapting to scenarios where the driver temporarily changes their operating intentions, and avoiding unnecessary repeated mode switching. After the switching process enters the second stage, the switching action has progressed to the latter half. At this point, directly controlling the vehicle to switch to the second mode prevents the vehicle from being interrupted midway through the switching process, avoiding conflicts between the control logic of the two modes and ensuring the smoothness and safety of the entire mode switching process. Therefore, combining the differentiated control rules of the two stages not only ensures that the vehicle responds promptly to reasonable switchback requests during the mode switching process, but also avoids safety risks such as engine over-revving and sudden power drop caused by a forced switchback in the latter half, thereby ensuring the normal operation and driving safety of the vehicle. Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0139] For example, such as Figure 5 As shown, the device 500 includes: The judgment module 501 is used to determine whether the vehicle meets the preset conditions for switching back to the first mode during the switching process of the vehicle's actual operation mode from the first mode to the second mode. The switching process includes a first stage and a second stage, with the second stage following the first stage.

[0140] The first control module 502 is used to control the vehicle to switch back to the first mode if the vehicle meets the preset conditions for switching back to the first mode when the switching process is in the first stage.

[0141] The second control module 503 is used to control the vehicle to switch to the second mode when the switching process is in the second stage.

[0142] In one possible implementation, when the first mode is a direct drive mode and the second mode is an idle pure electric four-wheel drive mode, the first stage includes a stage of requesting the vehicle's engine to reduce torque or a stage of requesting the vehicle's engine to enter idle speed control, and the second stage includes a stage of requesting the vehicle's clutch to switch to the open state and a stage of determining whether the clutch is in the open state.

[0143] In one possible implementation, the judgment module is specifically used to: during the switching process from direct drive mode to idle pure electric four-wheel drive mode of the vehicle's actual operating mode, if it is determined that the driver's required torque is greater than the target required torque, or the vehicle's electronic stability system is activated, or the clutch is in an abnormal state, then it is determined that the vehicle meets the preset conditions for switching back to direct drive mode; wherein, the target required torque is determined based on the vehicle's current speed or the maximum drive torque of the vehicle's motor.

[0144] In one possible implementation, the vehicle includes a transmission and a clutch. The transmission includes a first input shaft and a second input shaft, and the clutch includes a first clutch and a second clutch. The first input shaft is connected to the first clutch, and the second input shaft is connected to the second clutch. The second control module is specifically used to control the vehicle to switch to idle pure electric four-wheel drive mode when the switching process is in the stage of requesting that both the first clutch and the second clutch be switched to the open state, and in the stage of determining whether both the first clutch and the second clutch are in the open state.

[0145] In one possible implementation, the vehicle includes a transmission, an engine, and a clutch. The transmission includes a first input shaft and a second input shaft, and the clutch includes a first clutch and a second clutch. The first input shaft is connected to the first clutch, and the second input shaft is connected to the second clutch. When the first clutch is closed, the engine is connected to the first input shaft; when the second clutch is closed, the engine is connected to the second input shaft. In the case where the first mode is an idle pure electric four-wheel drive mode and the second mode is a direct drive mode, the first stage includes a stage of requesting the two ends of the target clutch of the vehicle to synchronize their speeds, where the target clutch is either the first clutch or the second clutch. The second stage includes a stage of requesting the target clutch to switch to a closed state and a stage of determining whether the target clutch is in a closed state.

[0146] In one possible implementation, the vehicle includes a transmission, an engine, and a clutch. The transmission includes a first input shaft and a second input shaft, and the clutch includes a first clutch and a second clutch. The first input shaft is connected to the first clutch, and the second input shaft is connected to the second clutch. When the first clutch is closed, the engine is connected to the first input shaft; when the second clutch is closed, the engine is connected to the second input shaft. The judgment module is specifically used to: during the switching process from idle pure electric four-wheel drive mode to direct drive mode, if it is determined that the duration of the target clutch being in the open state is greater than or equal to a preset duration threshold, or the duration of the non-synchronous rotation speeds at both ends of the target clutch is greater than or equal to a preset duration threshold, then it is determined that the vehicle meets the preset conditions for switching back to idle pure electric four-wheel drive mode.

[0147] In one possible implementation, the judgment module is specifically used to: obtain the driver's required torque and the vehicle's current speed; and based on the driver's required torque and the current speed, determine whether the vehicle's actual operating mode can be switched from the first mode to the second mode.

[0148] In one possible implementation, the judgment module is specifically used to: when the first mode is direct drive mode and the second mode is idle pure electric four-wheel drive mode, if the driver's required torque is less than a preset required torque threshold and the current speed is less than a preset speed threshold, then determine that the actual operation mode of the vehicle can be switched from direct drive mode to idle pure electric four-wheel drive mode.

[0149] In one possible implementation, the judgment module is specifically used to: when the first mode is idle pure electric four-wheel drive mode and the second mode is direct drive mode, if the driver's required torque is greater than or equal to a preset required torque threshold, or the current speed is greater than or equal to a preset speed threshold, then determine that the actual operating mode of the vehicle can be switched from idle pure electric four-wheel drive mode to direct drive mode.

[0150] Figure 6This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0151] For example, such as Figure 6 As shown, the vehicle 600 includes a memory 601 and a processor 602. The memory 601 stores executable program code 6011, and the processor 602 is used to call and execute the executable program code 6011 to perform a vehicle control method.

[0152] 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.

[0153] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0154] When each functional module is divided according to its corresponding function, the device may also include a judgment module, a first control module, and a second control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0155] 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.

[0156] 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.

[0157] 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.

[0158] 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.

[0159] 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.

[0160] 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.

[0161] 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.

[0162] 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.

[0163] 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.

[0164] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling a vehicle, characterized in that, The method includes: During the switching process of the vehicle's actual operating mode from the first mode to the second mode, it is determined whether the vehicle meets the preset conditions for switching back to the first mode. The switching process includes a first stage and a second stage, with the second stage following the first stage. If the vehicle meets the preset conditions for switching back to the first mode during the switching process, then the vehicle is controlled to switch back to the first mode. When the switching process is in the second stage, control the vehicle to switch to the second mode.

2. The method according to claim 1, characterized in that, When the first mode is a direct drive mode and the second mode is an idle pure electric four-wheel drive mode, the first stage includes a stage of requesting the vehicle's engine to reduce torque or a stage of requesting the vehicle's engine to enter idle speed control, and the second stage includes a stage of requesting the vehicle's clutch to switch to the open state and a stage of determining whether the clutch is in the open state.

3. The method according to claim 2, characterized in that, During the process of switching the vehicle's actual operating mode from the first mode to the second mode, determining whether the vehicle meets the preset conditions for switching back to the first mode includes: During the switching process from the direct drive mode to the idle pure electric four-wheel drive mode in the actual operation mode of the vehicle, if it is determined that the driver's required torque is greater than the target required torque, or the vehicle's electronic stability system is activated, or the clutch is in an abnormal state, then the vehicle is determined to meet the preset conditions for switching back to the direct drive mode; wherein, the target required torque is determined based on the vehicle's current speed or the maximum drive torque of the vehicle's motor.

4. The method according to claim 2, characterized in that, The vehicle includes a transmission, an engine, and the clutch. The transmission includes a first input shaft and a second input shaft. The clutch includes a first clutch and a second clutch. The first input shaft is connected to the first clutch, and the second input shaft is connected to the second clutch. When the first clutch is in the closed state, the engine is connected to the first input shaft. When the second clutch is engaged, the engine is connected to the second input shaft; When the switching process is in the second stage, controlling the vehicle to switch to the second mode includes: When the switching process is in the stage of requesting both the first clutch and the second clutch to switch to the open state, and in the stage of determining whether both the first clutch and the second clutch are in the open state, the vehicle is controlled to switch to the idle pure electric four-wheel drive mode.

5. The method according to claim 1, characterized in that, The vehicle includes a transmission, an engine, and a clutch. The transmission includes a first input shaft and a second input shaft. The clutch includes a first clutch and a second clutch. The first input shaft is connected to the first clutch, and the second input shaft is connected to the second clutch. When the first clutch is in the closed state, the engine is connected to the first input shaft. When the second clutch is engaged, the engine is connected to the second input shaft; When the first mode is an idle pure electric four-wheel drive mode and the second mode is a direct drive mode, the first stage includes a stage of requesting the two ends of the target clutch of the vehicle to synchronize their speeds, wherein the target clutch is the first clutch or the second clutch, and the second stage includes a stage of requesting the target clutch to switch to a closed state and a stage of determining whether the target clutch is in the closed state.

6. The method according to claim 5, characterized in that, During the process of switching the vehicle's actual operating mode from the first mode to the second mode, determining whether the vehicle meets the preset conditions for switching back to the first mode includes: During the switching process from the idle pure electric four-wheel drive mode to the direct drive mode in the actual operation mode of the vehicle, if it is determined that the duration of the target clutch being in the open state is greater than or equal to a preset duration threshold, or the duration of the speeds at both ends of the target clutch being out of sync is greater than or equal to the preset duration threshold, then it is determined that the vehicle meets the preset conditions for switching back to the idle pure electric four-wheel drive mode.

7. The method according to claim 1, characterized in that, Before determining whether the vehicle meets the preset conditions for switching back to the first mode during the actual operation mode switching process from the first mode to the second mode, the following steps are also included: Obtain the driver's required torque and the vehicle's current speed; Based on the driver's required torque and the current speed, determine whether the actual operating mode of the vehicle can be switched from the first mode to the second mode.

8. The method according to claim 7, characterized in that, The step of determining whether the actual operating mode of the vehicle can be switched from the first mode to the second mode based on the driver's required torque and the current speed includes: When the first mode is direct drive mode and the second mode is idle pure electric four-wheel drive mode, if the driver's required torque is less than a preset required torque threshold and the current speed is less than a preset speed threshold, it is determined that the actual operating mode of the vehicle can be switched from the direct drive mode to the idle pure electric four-wheel drive mode.

9. The method according to claim 7, characterized in that, The step of determining whether the actual operating mode of the vehicle can be switched from the first mode to the second mode based on the driver's required torque and the current speed includes: When the first mode is the idle pure electric four-wheel drive mode and the second mode is the direct drive mode, if the driver's required torque is greater than or equal to a preset required torque threshold, or the current speed is greater than or equal to a preset speed threshold, then it is determined that the actual operating mode of the vehicle can be switched from the idle pure electric four-wheel drive mode to the direct drive mode.

10. 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 9.

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