Vehicle control method and vehicle

Abstract

This application provides a vehicle control method and a vehicle, relating to the field of vehicle control technology. The method includes: before responding to a gear shifting command, predicting the rotational speed of a second power source after gear shifting; when the predicted rotational speed is not within a preset rotational speed range, calculating and adjusting a first power source to a target safe rotational speed, so that the rotational speed of the second power source after gear shifting is constrained within the preset rotational speed range. This ensures that the second power source is within an allowable rotational speed range after gear shifting, thereby allowing the gear ring speed to be adjusted to the target value, ensuring smooth gear shifting. This improves the success rate of gear shifting and avoids mechanical shock or component damage caused by the second power source exceeding its limits.

Description

Technical Field

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

[0002] In hybrid vehicles, the engine and electric motor work together to drive the wheels through a transmission system. The transmission system consists of at least three components: a sun gear, a planet carrier, and a ring gear. There is a defined kinematic coupling relationship between the rotational speeds of these three components, and a change in the rotational speed of any one component will affect the rotational speeds of the other two components through this coupling relationship.

[0003] During gear shifting, to ensure economy and shorten shift time, ideally, the engine speed should remain constant while only the motor speed is adjusted. However, due to the aforementioned kinematic coupling, if the engine speed remains constant after gear shifting, the change in the gear ring speed may cause the motor speed to exceed its allowable operating range. In this case, the gear ring speed will not be able to be adjusted to the target value, and the gear shift will fail. Summary of the Invention

[0004] This application provides a vehicle control method and a vehicle that can improve the reliability of gear shifting and the safety of the power system.

[0005] To achieve the above objectives, the embodiments of this application adopt the following technical solutions: In a first aspect, a vehicle control method is provided, applied to a vehicle including a first power source, a second power source, and a transmission system, wherein the first power source and the second power source are connected by transmission system. The method includes: upon receiving a gear shifting command, determining a predicted speed of the second power source after gear shifting; if the predicted speed is not within a preset speed range after gear shifting, determining a target safe speed of the first power source; wherein the target safe speed is used to ensure that the speed of the second power source after gear shifting is within the preset speed range; and controlling the first power source to operate based on the target safe speed before responding to the gear shifting command.

[0006] In this application, a solution is proposed to address the problem that during gear shifting in a vehicle containing a transmission system, due to the inherent coupling constraints of the planetary gear set's kinematic relationship, maintaining the speed of the first power source constant while relying solely on the speed adjustment of the second power source can easily lead to the second power source's speed exceeding its physical allowable range, resulting in gear shifting failure. This solution employs a method that pre-determines whether the second power source is about to exceed its allowable speed range based on the planetary gear set's kinematic relationship before gear shifting, and actively adjusts the speed of the first power source when there is a risk of exceeding the limit. This ensures that the actual speed of the second power source is always kept within the allowable speed limit before the gear shifting action is performed, avoiding gear shifting failure caused by the second power source's speed exceeding the limit during the gear shifting process, thereby improving the reliability of gear shifting and the safety of the power system.

[0007] In conjunction with the first aspect, in one possible design, the transmission system includes a first transmission component connected to the vehicle's wheels via the vehicle's gearbox, and determines the predicted speed of the second power source after gear shifting, including: acquiring the current first speed of the first power source, the target speed of the first transmission component after gear shifting, and the transmission parameters of the transmission system; and determining the predicted speed of the second power source after gear shifting based on the first speed, the target speed, and the transmission parameters.

[0008] In conjunction with the first aspect, in one possible design approach, the method further includes: when the gear shifting command is an upshifting command, if the predicted speed is greater than the second power source speed threshold, then it is determined that the predicted speed is not within the preset speed range after gear shifting; wherein, the second power source speed threshold is the maximum permissible speed of the second power source.

[0009] In this application, by defining the second power source speed threshold as the maximum allowable speed of the second power source for upshifting conditions, and precisely triggering protection when the predicted speed exceeds this upper limit, the overspeed risk that the second power source may face due to the reduction in gear ring speed during upshifting can be accurately captured. This achieves a precise match between the shift protection strategy and the physical constraint scenario of upshifting, ensuring that the speed of the first power source is only intervened when there is a real risk of exceeding the limit, thus avoiding unnecessary intervention.

[0010] In conjunction with the first aspect, in one possible design approach, the method further includes: when the gear shifting command is a downshifting command, if the predicted speed is less than the second power source speed threshold, then it is determined that the predicted speed is not within the preset speed range after gear shifting; wherein, the second power source speed threshold is the minimum allowable speed of the second power source.

[0011] In this application, by defining the second power source speed threshold as the minimum allowable speed of the second power source for downshifting conditions, it is possible to accurately identify the low-speed or reverse over-limit risks that the second power source may face due to the increased speed of the gear ring during downshifting. This ensures that the protection strategy is accurately adapted to the physical scenario of downshifting, and that the protection mechanism is activated at the appropriate time to prevent control failure or component damage caused by the second power source speed being too low due to downshifting.

[0012] In conjunction with the first aspect, in one possible design approach, determining the target safe speed of the first power source includes: determining the target safe speed of the first power source based on the target speed, transmission parameters, and the speed threshold of the second power source.

[0013] In this application, the calculation of the target safe speed is based on the inherent speed coupling relationship of the planetary gear set, and the target speed of the first transmission component, the transmission parameters, and the speed threshold of the second power source are used as inputs for back calculation. This ensures that the target safe speed can guarantee that the second power source is exactly at the boundary of its allowable speed after shifting gears. While ensuring the safety of the second power source, the deviation from the original operating point of the first power source is reduced to a certain extent.

[0014] In conjunction with the first aspect, in one possible design approach, determining the target safe speed of the first power source based on the target speed, transmission parameters, and the second power source speed threshold includes: obtaining a first product of the transmission parameters and the target speed; adding the first product to the second power source speed threshold to obtain a first sum; and dividing the first sum by the incremental coefficient of the transmission parameters to obtain the target safe speed of the first power source; wherein the incremental coefficient is determined based on the transmission parameters.

[0015] In conjunction with the first aspect, in one possible design, the method further includes: reducing the torque of the first power source and the second power source to zero before controlling the first power source to adjust from a first speed to a target safe speed; performing a gear shifting action when the first speed is adjusted to the target safe speed and the actual speed of the second power source is adjusted to a point where the deviation from the second power source speed threshold satisfies the synchronization condition; and restoring the torque output of the first power source and the second power source after the gear shifting action is completed.

[0016] In this application, by coordinating torque unloading, speed synchronization determination, and torque recovery with the pre-adjustment of the first power source speed, the power transmission element is in an unloaded state during the shifting process, and mechanical engagement is only completed when the speed of the second power source is sufficiently close to the target speed. This achieves over-limit protection for the second power source while avoiding torque shocks generated during shifting, thus improving shifting smoothness and driving comfort.

[0017] In conjunction with the first aspect, in one possible design approach, obtaining the target rotational speed of the first transmission component after gear shifting includes: obtaining the current vehicle speed, the radius of the vehicle's wheels, and the gearbox ratio corresponding to the target gear after gear shifting; and determining the target rotational speed of the first transmission component after gear shifting based on the current vehicle speed, the radius of the vehicle's wheels, and the gearbox ratio corresponding to the target gear after gear shifting.

[0018] In conjunction with the first aspect, in one possible design approach, determining the target safe speed of the first power source when the predicted speed is not within the preset speed range after gear shifting includes: obtaining the second speed of the second power source after receiving the gear shifting command and before responding to the gear shifting command; and controlling the first power source to operate at the target safe speed before responding to the gear shifting command when the second speed is not within the preset speed range corresponding to the current gear and / or the predicted speed is not within the preset speed range after gear shifting.

[0019] In this application, the second speed is not within the preset speed range corresponding to the current gear. This indicates that the speed of the second power source (e.g., the motor) may exceed the limit due to a sudden change in vehicle speed (e.g., rapid acceleration or deceleration), thus preventing the gear shift from being completed. In this case, the target safe speed of the first power source is still determined, and the first power source is controlled to operate based on the target safe speed before responding to the gear shift command. In this way, the second power source can be kept within the allowable speed range after the gear shift, which allows the gear ring speed to be adjusted to the target value, thereby ensuring that the gear shift is completed smoothly and significantly enhancing the success rate of successful gear shifting under complex and changing actual driving conditions.

[0020] Secondly, embodiments of this application provide a vehicle, including: a processor; and a memory for storing processor-executable instructions, wherein the processor is used to execute the vehicle control method of the first aspect described above.

[0021] Thirdly, embodiments of this application provide a computer-readable storage medium storing a computer program for performing the vehicle control method of the first aspect described above.

[0022] Fourthly, embodiments of this application provide a computer program product, which includes a computer program that, when executed by a processor of a computer device, enables the computer device to perform the vehicle control method described in the first aspect.

[0023] The technical effects of any of the design methods in the second to fourth aspects can be found in the technical effects of different design methods in the first aspect, and will not be repeated here. Attached Figure Description

[0024] Figure 1 The diagram shown is an application scenario illustration of the vehicle control method provided in an exemplary embodiment of this application.

[0025] Figure 2 The diagram shown is a schematic representation of the vehicle speed control principle provided in an exemplary embodiment of this application.

[0026] Figure 3 The diagram shown is a schematic flowchart of a vehicle control method provided in an exemplary embodiment of this application.

[0027] Figure 4 The diagram shown is a structural schematic of a vehicle control device provided in an exemplary embodiment of this application. Detailed Implementation

[0028] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0029] Application Overview As described in the background section, during gear shifting, to ensure economy and shorten shift time, ideally, the engine speed should remain constant while only the motor speed is adjusted. However, due to the aforementioned kinematic coupling, if the engine speed remains constant after gear shifting, the change in the gear ring speed may cause the motor speed to exceed its allowable operating range. In this case, the gear ring speed will not be able to be adjusted to the target value, and the gear shift will fail.

[0030] After careful research, the applicant discovered that in related technical solutions, the motor speed often exceeds its allowable operating range only during the gear shift execution phase, at which point it is too late to remedy the situation, leading to gear shift failure. Therefore, to solve the above technical problem, this application provides a vehicle control method that, before responding to a gear shift command, predicts the speed of the second power source (e.g., a motor) after the gear shift. When the predicted speed is not within a preset speed range, the method actively calculates and adjusts the first power source (e.g., an engine) to a target safe speed, thus constraining the speed of the second power source within the preset speed range after the gear shift. This ensures that the second power source is within the allowable speed range after the gear shift, allowing the gear ring speed to be adjusted to the target value, thereby ensuring smooth gear shift completion. This improves the success rate of gear shifting and avoids mechanical shock or component damage caused by the second power source exceeding its limits.

[0031] Exemplary scenario The vehicle method provided in this application embodiment can be executed by a vehicle, which includes a first power source, a second power source, and a transmission system. The first power source and the second power source are connected by the transmission system.

[0032] The primary power source refers to the prime mover or power unit in the vehicle that can directly output rotational torque and adjust its speed in response to control commands. For example, the primary power source can be the engine in the vehicle.

[0033] A second power source refers to a power unit in a vehicle that works in conjunction with the first power source, capable of both outputting driving torque and achieving independent speed / torque control. For example, a second power source could be an electric motor in the vehicle.

[0034] A transmission system is the transmission component between a first power source and a second power source. For example, a transmission system can be a planetary gear system. A planetary gear system can be a single-row planetary gear mechanism consisting of a sun gear, a planet carrier, and a ring gear, with the sun gear connected to the second power source, the planet carrier connected to the first power source, and the ring gear connected to the gearbox. Alternatively, a planetary gear system can also be a composite power distribution device composed of multiple rows of planetary gear mechanisms.

[0035] The following is an illustrative diagram illustrating an application scenario of a vehicle control method. For example, Figure 1 The diagram illustrates an application scenario of a vehicle control method provided in an exemplary embodiment of this application. Figure 1 As shown, this scenario includes a vehicle 100, which includes a power system 110. The power system 110 may include an engine, an electric motor, and a planetary gear set power coupling system. The engine and the electric motor work together to drive the wheels through the planetary gear set power coupling system. The engine is one example of a first power source, and the electric motor is one example of a second power source.

[0036] Specifically, in some embodiments, the planetary gear coupling system may include a sun gear, planetary gears, a planet carrier, and a ring gear.

[0037] The sun gear is connected to the motor (i.e., the output shaft of the motor is connected to the sun gear drive, and the speed of the motor directly corresponds to the speed of the sun gear). The sun gear is connected to the motor and rotates forward and backward with the generator.

[0038] The planetary carrier is connected to the engine (i.e., the engine's output shaft is connected to the planetary carrier via a transmission, and the engine speed directly corresponds to the planetary carrier speed).

[0039] The gear ring is connected to the wheels via the vehicle's gearbox (i.e., the gear ring is connected to the input shaft of the gearbox, the output shaft of the gearbox is connected to the wheels, and the gear ring speed is converted to the wheel speed by the gearbox speed ratio). The gearbox includes a transmission control unit (TCU).

[0040] Planetary gears are positioned between the sun gear and the ring gear, meshing with both respectively. The planet carrier is fixedly connected to the planetary gears. In some embodiments, the number of planetary gears can be four, and the ring supporting the four planetary gears is called the planet carrier.

[0041] In some embodiments, the motor can be a P2 motor, which can also be called a front motor, and the motor controller can be a front motor control unit (FMCU).

[0042] The operating modes of the planetary gearbox power coupling system may include, but are not limited to, stable power split mode and series power split mode. In these modes, the engine, motor and planetary gearbox power coupling system jointly control the vehicle speed.

[0043] The vehicle 100 also includes a hybrid vehicle control unit (HCU). The vehicle control method provided in this application embodiment can be controlled by the hybrid vehicle control unit (HCU).

[0044] The shifting process in related technologies is typically as follows: the hybrid vehicle controller sends the target gear to the transmission controller, then reduces the torque of the engine and motor to 0 Newton-meters (Nm). Next, the hybrid vehicle controller sends a shift permission, the transmission controller activates the motor controller's speed control and sends a target speed. The motor controller adjusts its speed according to the target speed, shifting gears when the target speed and actual speed are close. Afterwards, the hybrid vehicle controller exits the shift permission and restores torque. The problem of shifting failure due to motor overspeed, which this application aims to solve, occurs precisely in the "motor controller speed adjustment stage according to the target speed" of this process. In this stage, if the motor speed exceeds its allowable range due to the coupling relationship of the planetary gear set, the entire shifting process is irreparable.

[0045] For example, Figure 2 The diagram shown is a schematic representation of the vehicle speed control principle provided in an exemplary embodiment of this application. Figure 2 As shown, the current speed of FMCU represents the motor speed, Eng represents the engine speed, ISS represents the gear ring speed, and OSS represents the speed output by the gearbox.

[0046] like Figure 2 As shown in Figure (a), in vehicle 100, the engine, motor, and planetary gear set power coupling system form a lever-like speed coupling relationship: under the premise that the engine speed is fixed or changes slightly, the rise or fall of the gear ring speed will cause the motor speed to change in the opposite direction. This lever-like coupling relationship allows the vehicle to adapt to different vehicle speeds by adjusting the motor speed, but it also means that drastic changes in the gear ring speed (such as the gear ring speed jump caused by gear shifting) will be transmitted to the motor side, resulting in the risk of motor overspeed or excessively low speed. When the vehicle is shifting gears, due to the aforementioned lever characteristics of the planetary gear set power coupling system, the change in the gear ring speed will also change the motor speed, which may cause the motor speed to exceed its allowable range. In this case, it will be impossible to continue to adjust the gear ring speed to the target value, thus making it impossible to complete the gear shift smoothly.

[0047] To address this technical problem, the pre-adjustment mechanism of this application intervenes before the hybrid vehicle controller sends a shift permission, that is, before the hybrid vehicle controller initiates the shift permission, by readjusting the motor speed and engine speed to achieve a successful shift. Specifically, in an exemplary scenario, the vehicle control method provided in this application embodiment can be: The vehicle sends a gear shift command to the transmission controller to shift from 1st to 2nd gear. Upon receiving this command, the hybrid vehicle controller does not immediately allow the shift. Instead, it first obtains the current engine speed (an example of the first speed), the target gear ring speed corresponding to the target gear and current vehicle speed (an example of the target speed), the planetary gear ratio (an example of transmission parameters), and the maximum permissible speed of the front motor. Based on the current engine speed, the target gear ring speed, and the planetary gear ratio, the hybrid vehicle controller calculates the predicted motor speed that the motor can achieve after the shift if the engine speed remains constant (an example of the predicted speed). If the predicted motor speed exceeds the maximum permissible speed of the motor, it is determined that the predicted motor speed is not within the preset speed range after the gear shift. This means that if the shift from 1st to 2nd gear is executed directly, the front motor will be unable to continue adjusting the gear ring speed to the target value due to the excessive speed, ultimately leading to a failed shift and possibly accompanied by abnormal noise from the front axle.

[0048] To mitigate this risk, the hybrid vehicle controller calculates the required target safe engine speed (an example of a target safe speed) based on the target ring gear speed, planetary gear ratio, and the maximum permissible speed of the electric motor. Then, the hybrid vehicle controller first unloads the torque of both the engine and the electric motor to zero, eliminating torque interference in the power transmission path. Next, the hybrid vehicle controller and the engine controller use proportional-integral (PI) speed regulation to smoothly guide the engine speed from its current speed to the target safe speed, while monitoring the actual speed of the front electric motor in real time. Once the engine speed reaches the target safe speed, and the actual motor speed is adjusted to meet the synchronization conditions with the deviation from the maximum permissible speed, the hybrid vehicle controller determines that the engine, electric motor, and planetary gear coupling system are within a safe synchronization window. At this point, the hybrid vehicle controller sends a shift permission signal to the transmission controller, which activates the motor controller to adjust the motor speed, smoothly transitioning the ring gear speed to the target value for second gear. After shifting, the hybrid vehicle controller exits the shift permission state, and the torque output of the engine and electric motor resumes, allowing the vehicle to continue accelerating.

[0049] Throughout the entire process, the engine smoothly shifted from 1st to 2nd gear, eliminating shift failures and abnormal noises from the front axle caused by excessive motor speed. It also avoided unexpected torque shocks, improving the success rate and smoothness of the shifting process.

[0050] It should be understood that the above application scenario examples are only shown to facilitate understanding of the spirit and principles of this application, and the embodiments of this application are not limited thereto. Rather, the embodiments of this application can be applied to any applicable scenario.

[0051] Exemplary methods Figure 3 The diagram shown is a schematic flowchart of a vehicle control method provided in an exemplary embodiment of this application. Figure 3 As shown, the vehicle control method may include the following steps: 310: Upon receiving a gear shifting command, determine the predicted speed of the second power source after the gear shift.

[0052] Gear shifting commands are control signals issued by the vehicle controller (e.g., a hybrid vehicle controller) to command a change in the current gear position of the transmission. In some embodiments, gear shifting commands can be divided into upshifting commands and downshifting commands. An upshifting command is a command issued by the vehicle to shift the transmission from its current gear to a higher gear, such as from 1st to 2nd gear. Correspondingly, a downshifting command is a command to shift the transmission from its current gear to a lower gear, such as from 2nd to 1st gear. Specifically, in some embodiments, it refers to upshifting (e.g., from 1st to 2nd gear) or downshifting (e.g., from 2nd to 1st gear) commands triggered in power split mode.

[0053] 320: When the predicted speed is not within the preset speed range after gear shifting, determine the target safe speed of the first power source; wherein, the target safe speed is used to ensure that the speed of the second power source is within the preset speed range after gear shifting.

[0054] The target safe speed refers to the specific speed control target value that the first power source needs to reach before the gear shift is executed in order to ensure that the second power source operates within its safe and permissible range after gear shifting. For example, the target safe speed refers to the engine speed preset to ensure that the motor speed is within its permissible limit after gear shifting.

[0055] The preset speed range refers to a pre-defined operating speed range for the second power source. In some embodiments, when the gear shift command is an upshift command, the preset speed range is a range lower than the second power source speed threshold. When the gear shift command is a downshift command, the preset speed range is a range higher than the second power source speed threshold.

[0056] 330: Control the first power source to operate at the target safe speed before responding to the gear shift command.

[0057] In some embodiments, controlling the first power source to operate at a target safe speed before responding to a gear shifting command can mean controlling the first power source to operate at a target safe speed before responding to a gear shifting command.

[0058] In other embodiments, controlling the first power source to operate at a target safe speed before responding to a gear shift command can mean controlling the first power source to operate at a speed corresponding to the sum of the target safe speed and a preset redundancy amount before responding to a gear shift command.

[0059] In other embodiments, controlling the first power source to operate at a target safe speed before responding to a gear shift command can mean controlling the first power source to operate at the target safe speed, and is not limited to simply stabilizing the first power source at a certain absolute fixed value. It can also include controlling the first power source to operate within an allowable range near the target safe speed. This allowable range can be set according to factors such as actuator control accuracy, sensor resolution, vehicle inertia, and road disturbances.

[0060] In this embodiment, addressing the problem that during gear shifting in a vehicle containing a transmission system, due to the inherent coupling constraints of the planetary gear set's kinematic relationship, maintaining the speed of the first power source constant while relying solely on the second power source for speed adjustment can easily lead to the second power source's speed exceeding its physical allowable range, resulting in gear shifting failure, a solution is adopted. This solution pre-determines whether the second power source is about to exceed its allowable speed range based on the planetary gear set's kinematic relationship before gear shifting, and actively adjusts the speed of the first power source when there is a risk of exceeding the limit. This ensures that the actual speed of the second power source is always kept within the allowable speed limit before the gear shifting action is performed, avoiding gear shifting failure caused by the second power source's speed exceeding the limit during gear shifting, thus improving the reliability of gear switching and the safety of the power system.

[0061] In some embodiments, the transmission system includes a first transmission assembly connected to the vehicle's wheels via the vehicle's gearbox, and the predicted rotational speed of the second power source after gear shift can be determined through the following steps 3101 and 3102: 3101: Obtain the current first speed of the first power source, the target speed of the first transmission component after gear shift, and the transmission parameters of the transmission system.

[0062] The target speed refers to the desired speed value that the first transmission component needs to reach after the gear shift is completed in order to ensure smooth vehicle operation after receiving the gear shift command.

[0063] In some embodiments, the target speed of the first transmission component after gear shift can be obtained by querying the mapping relationship between gear and target speed of the first transmission component.

[0064] In other embodiments, the gear ratio can be calculated based on the vehicle's current speed, wheel radius, and the gearbox ratio corresponding to the target gear after gear shifting. Specifically, in some embodiments, the vehicle's current speed, wheel radius, and gearbox ratio corresponding to the target gear after gear shifting can be obtained first; then, based on the vehicle's current speed, wheel radius, and gearbox ratio corresponding to the target gear after gear shifting, the target rotational speed of the first transmission component after gear shifting is determined.

[0065] For example, the first transmission component is a gear ring, and the target speed can be the target gear ring speed, which refers to the desired speed value that the gear ring needs to reach after the gear shift is completed. Since the gear ring is connected to the wheels through the gearbox, the current vehicle speed determines the wheel speed, and the target gear ring speed is obtained by converting the wheel speed through the gearbox ratio corresponding to the target gear.

[0066] Specifically, the vehicle speed, wheel radius, gearbox ratio, and gear ring speed satisfy the following formula (1): v=0.377 N2 r / i (1) Where v represents vehicle speed, r represents wheel radius, N2 represents gear ring speed, and i represents gear ratio.

[0067] In some embodiments, the vehicle can substitute its current speed, vehicle radius, and gear ratio corresponding to the target gear into formula (1) to obtain the target gear ring speed.

[0068] Transmission parameters refer to the speed ratios that characterize the fixed kinematic relationships between components in a transmission system. For example, a transmission parameter can be the planetary gear ratio in a planetary gear set power coupling system. The planetary gear ratio is the ratio of the number of teeth on the ring gear to the number of teeth on the sun gear, i.e., k = Z_ring / Z_sun, where Z_ring represents the number of teeth on the ring gear and Z_sun represents the number of teeth on the sun gear, which are inherent structural parameters of the planetary gear set. For example, in a single-row planetary gear set structure, k is a fixed structural parameter that determines the rotational lever relationship between the sun gear, planet carrier, and ring gear.

[0069] 3102: Based on the first speed, the target speed, and the transmission parameters, determine the predicted speed of the second power source after gear shifting.

[0070] The rotational speeds of the first power source, the second power source, and the first transmission component satisfy a preset relationship. For example, taking an engine as the first power source, a motor as the second power source, and a gear ring as the first transmission component, the engine speed, motor speed, and gear ring speed satisfy the following formula (2). (1+k)·N3=N1+k·N2 Formula (2) Where k represents the planetary gear ratio, N1 represents the motor speed, N2 represents the gear ring speed, and N3 represents the engine speed. The engine speed refers to the actual operating speed of the engine when the gear shift command is received.

[0071] Based on the preset relationship between the rotational speeds of the first power source, the second power source, and the first transmission component, the predicted rotational speed of the second power source in the target gear can be obtained given the current rotational speed of the first power source, the target rotational speed of the first transmission component after gear shifting, and the transmission parameters of the transmission system. Specifically, the current rotational speed of the first power source is considered as an input condition that remains unchanged or temporarily unchanged before gear shifting, and the target rotational speed corresponding to the target gear is considered as the desired output condition after gear shifting. Then, based on the preset relationship between the rotational speeds of the first power source, the second power source, and the first transmission component, calculations are performed to obtain the theoretical rotational speed of the second power source after the shift.

[0072] The following example, using the current engine speed as the first rotational speed, the gear ring as the first transmission component, the target gear ring speed as the first transmission component, and the planetary gear ratio as the transmission parameter, will be used to further introduce the method for determining the predicted rotational speed (e.g., the predicted motor speed).

[0073] Therefore, given the current engine speed, the target gear ring speed, and the planetary gear ratio, the predicted speed of the motor in the target gear can be obtained.

[0074] In some embodiments, determining the target safe speed of the first power source based on the target speed, transmission parameters, and the second power source speed threshold may include the following steps 3201 to 3203: 3201: Obtain the first product of the transmission parameters and the target speed.

[0075] Transmission parameters can refer to the planetary gear ratio.

[0076] 3202: Add the first product to the second power source speed threshold to obtain the first sum.

[0077] 3203: Divide the first sum by the incremental coefficient of the transmission parameters to obtain the target safe speed of the first power source; wherein the incremental coefficient is determined based on the transmission parameters.

[0078] For example, taking the engine as the second power source, the engine speed, motor speed, and gear ring speed satisfy the above formula (2). Therefore, the target safe speed can be determined based on the above formula (2). Specifically, in some embodiments, the first product of the planetary gear ratio and the target gear ring speed can be obtained, and the first product can be added to the motor speed threshold to obtain the first sum; then, the first sum can be divided by the incremental coefficient of the planetary gear ratio to obtain the target safe speed of the engine, wherein the incremental coefficient is the sum of one and the planetary gear ratio: The target safe speed of the engine is determined by the following formula (3): (1+k)·N_eng_target=N_motor_limit+k·N_ring_target Formula (3) Where k represents the planetary gear ratio, N_motor_limit represents the motor speed threshold, N_ring_target represents the target ring gear speed, and N_eng_target represents the engine's target safe speed.

[0079] The motor speed threshold is a speed limit set in shift control to protect the motor. In other words, it's the permissible speed boundary value for the motor, defining its safe speed range. Under an upshift command, the motor speed threshold can be the maximum permissible speed; under a downshift command, it can be the minimum permissible speed.

[0080] When it is necessary to make the motor speed exactly equal to the motor speed threshold, the target safe speed of the engine can be uniquely determined by using the motor speed threshold and the target gear ring speed as known quantities.

[0081] In some embodiments, before controlling the first power source to adjust from the first speed to the target safe speed, the torque of the first power source and the second power source is reduced to zero; when the first speed is adjusted to the target safe speed and the actual speed of the second power source is adjusted to the point where the deviation from the second power source speed threshold meets the synchronization condition, a gear shifting action is performed; when the gear shifting action is completed, the torque output of the first power source and the second power source is restored.

[0082] Synchronization condition refers to the deviation between the actual speed of the second power source and its speed threshold value being within a preset deviation range before the gear shifting action is performed. For example, the absolute value of the difference between the actual speed of the second power source and the speed threshold value is within the preset deviation range. For example, the preset deviation range could be 20-100 revolutions per minute (rpm).

[0083] In this embodiment, before adjusting the first power source from a first speed to a target safe speed, the torque of both the first and second power sources is reduced to zero, ensuring the vehicle's powertrain is in an unloaded state. This avoids shocks to the transmission system and jerky driving sensations caused by sudden torque changes during speed adjustment, improving the smoothness of gear shifting. Once the first speed has reached the target safe speed and the actual speed of the second power source has been adjusted to a point where the deviation from the second power source's speed threshold satisfies the synchronization condition, a gear shift is performed. This ensures that the speeds of all components in the powertrain are in a coordinated and matched state at the moment of gear shifting, achieving a smooth and shock-free gear shift. After gear shifting is complete, the torque output of both the first and second power sources is restored, allowing the vehicle to regain driving force, ensuring the continuity of driving power, and shortening the power interruption time during gear shifting.

[0084] The prediction-based pre-speed adjustment mechanism has been explained above. The real-time monitoring and protection mechanism during the gear shifting process will be further explained below.

[0085] To address the issue that during actual driving, when a gear shift command is received, the speed of the second power source (e.g., an electric motor) may exceed its limit due to sudden changes in vehicle speed (e.g., rapid acceleration or deceleration), preventing the gear shift from being completed, some embodiments can, after receiving the gear shift command but before responding to it, also acquire the second speed of the second power source in real time. If the second speed is not within the preset speed range corresponding to the current gear, a target safe speed of the first power source is determined; and before responding to the gear shift command, the first power source is controlled to operate based on the target safe speed.

[0086] That is, upon receiving a gear shift command, the system determines the predicted speed of the second power source after the gear shift, and the vehicle can also obtain the second speed of the second power source in real time; if the predicted speed is not within the preset speed range after the gear shift and / or the second speed is not within the preset speed range corresponding to the current gear, the system determines the target safe speed of the first power source; and before responding to the gear shift command, the system controls the first power source to operate based on the target safe speed.

[0087] The method for determining the target safe rotation speed has been established in the preceding text and will not be repeated here.

[0088] For example, after receiving an upshift command but before responding to a gear shift command, the vehicle can also obtain the motor speed in real time; if it detects that the current motor speed is greater than the motor speed threshold, it controls the engine to adjust from the current engine speed to the target safe speed.

[0089] In this application, the second speed is not within the preset speed range corresponding to the current gear. This indicates that the speed of the second power source (e.g., the motor) may exceed the limit due to a sudden change in vehicle speed (e.g., rapid acceleration or deceleration), thus preventing the gear shift from being completed. In this case, the target safe speed of the first power source is still determined, and the first power source is controlled to operate based on the target safe speed before responding to the gear shift command. In this way, the second power source can be kept within the allowable speed range after the gear shift, which allows the gear ring speed to be adjusted to the target value, thereby ensuring that the gear shift is completed smoothly and significantly enhancing the success rate of successful gear shifting under complex and changing actual driving conditions.

[0090] In some embodiments, it can be determined whether the predicted speed is within the preset speed range after gear shifting in the following ways: When the gear shifting command is an upshift command, if the predicted speed is greater than the second power source speed threshold, then the predicted speed is determined to be outside the preset speed range after gear shifting; wherein, the second power source speed threshold is the maximum permissible speed of the second power source. When the gear shifting command is a downshift command, if the predicted speed is less than the second power source speed threshold, then the predicted speed is determined to be outside the preset speed range after gear shifting; wherein, the second power source speed threshold is the minimum permissible speed of the second power source.

[0091] Specifically, upon receiving a gear shift command, the predicted speed of the second power source after the gear shift is determined; if the predicted speed is greater than the speed threshold of the second power source, indicating that the predicted speed is not within the preset speed range after the gear shift, the target safe speed of the first power source is determined; then, before responding to the gear shift command, the first power source is controlled to operate based on the target safe speed.

[0092] For example, in upshifting scenarios, the gear ring speed decreases during upshifting (the gearbox ratio decreases), and due to the constraints of the planetary gear set coupling, the motor speed will increase accordingly, posing a risk of exceeding the motor's maximum permissible speed. Therefore, in some embodiments, when the gear shift command is an upshift command, the motor speed threshold is the motor's maximum permissible speed, i.e., the upper limit of the motor's safe operating speed. Correspondingly, when the gear shift command is an upshift command, if the predicted speed is greater than the second power source speed threshold, it is determined that the predicted speed is not within the preset speed range after the gear shift. Using whether the predicted motor speed exceeds the maximum permissible speed as the criterion ensures that engine pre-speed adjustment is only triggered when there is a risk of motor overspeed, avoiding unnecessary engine speed adjustments. Furthermore, in this case, the engine speed can be reduced from the current engine speed to the target safe speed. After the engine speed reaches the target safe speed, it can be ensured that after upshifting, the motor speed is lower than the motor's maximum permissible speed. Only under these circumstances is the vehicle allowed to perform the upshifting action, thus successfully completing the upshift.

[0093] For example, the following is based on the above. Figure 2 This section describes the gear shifting logic of vehicle 100 in power split mode. For example... Figure 2 As shown, the numbers in the figure represent the corresponding line numbers. For example, the number 2 represents line 2, or simply line 2. In the power split mode of a hybrid vehicle, the planetary geared vehicle couples the rotational speeds of the engine, motor, and gear ring together through kinematic relationships to satisfy the above formula (2).

[0094] like Figure 2 As shown in Figure (b), taking the 1st to 2nd gear shift in power split mode as an example, during the stable operation phase without gear shifting, as... Figure 2 As shown by line 1 in Figure (b), to ensure the vehicle's fuel efficiency, the engine can be operated at its most efficient point, keeping it stationary or within a small range. According to formula (1), the gear ring speed is positively correlated with vehicle speed: when the vehicle accelerates, the gear ring speed increases; when the vehicle decelerates, the gear ring speed decreases. If the gear ring speed increases continuously with increasing vehicle speed, it can trigger a 1-to-2 shift to reduce the gear ring speed. If the engine speed remains constant, two situations may occur: like Figure 2 As shown by line 2 in Figure (b), Case 1 (successful gear shift): Under the premise that the engine speed remains unchanged, after the gear ring speed reaches the target speed 2 of 2nd gear, the motor speed is still lower than the maximum allowable speed of the motor. In this way, the gear shift can be completed smoothly.

[0095] like Figure 2 As shown by line 3 in Figure (b), Case 2 (risk of shifting failure): Under the premise that the engine speed remains unchanged, as the speed of the gear ring decreases, the motor speed first reaches the maximum allowable speed of the motor, thus making it impossible to continue to reduce the speed of the gear ring, resulting in shifting failure.

[0096] Regarding the risk in scenario 2, the vehicle adopts the following solution: like Figure 2 As shown by line 4 in Figure (b), before responding to the gear shift command, the vehicle first reduces the engine speed to the target safe speed calculated by formula (3), such as... Figure 2 As shown by line 5 in Figure (b), after the engine speed reaches the target safe speed, it can be ensured that the motor speed is lower than the maximum allowable speed of the motor after upshifting. Under this condition, the vehicle is allowed to perform the 1st to 2nd gear shift, thus successfully completing the upshift.

[0097] In this embodiment, by defining the second power source speed threshold as the maximum allowable speed of the second power source for upshifting conditions, and precisely triggering protection when the predicted speed exceeds this upper limit, the overspeed risk that the second power source may face due to the reduction in gear ring speed during upshifting can be accurately captured. This achieves precise matching between the shift protection strategy and the physical constraint scenario of upshifting, ensuring that the speed of the first power source is only intervened when there is a real risk of exceeding the limit, thus avoiding unnecessary intervention.

[0098] Specifically, when the gear shifting command is a downshifting command, the predicted speed of the second power source after the gear shift is determined; if the predicted speed is less than the speed threshold of the second power source, it indicates that the predicted speed is not within the preset speed range after the gear shift, and the target safe speed of the first power source is determined; then, before responding to the gear shifting command, the first power source is controlled to operate based on the target safe speed.

[0099] For example, in downshifting scenarios, the gear ring speed increases during downshifting (the gearbox ratio increases), and due to the constraints of the planetary gear set coupling relationship, the motor speed will decrease accordingly, posing a risk of falling below the motor's minimum permissible speed (e.g., reversing). Therefore, in some embodiments, when the gear shifting command is a downshifting command, the motor speed threshold is the motor's minimum permissible speed, i.e., the lower limit of the motor's safe operating speed. Accordingly, when the gear shifting command is a downshifting command, if the predicted speed is less than the second power source speed threshold, it is determined that the predicted speed is not within the preset speed range after the gear shift. Using whether the predicted motor speed is lower than the minimum permissible speed as the criterion ensures that engine pre-speed adjustment is only triggered when there is a risk of the motor speed being too low, avoiding unnecessary intervention. Furthermore, in this case, the engine speed can be increased from the current engine speed to the target safe speed. After the engine speed reaches the target safe speed, it can be ensured that after downshifting, the motor speed is higher than the motor's minimum permissible speed. Only under these circumstances is the vehicle allowed to perform the downshifting action, thus successfully completing the downshift.

[0100] For example, such as Figure 2 As shown in Figure (c), taking the 2nd gear downshift to 1st gear in power split mode as an example, during the stable operation phase without gear shifting, as... Figure 2 As shown by line 1 in diagram (c), the engine is kept at its high-efficiency operating point. The gear ring speed is strongly correlated with the vehicle speed. As the vehicle decelerates, the gear ring speed continuously decreases, and correspondingly, the motor speed continuously increases. As the vehicle speed continues to decrease, the gear ring speed also continues to decrease, which can trigger a 2-to-1 reduction to increase the gear ring speed. If the engine speed remains constant, two scenarios are also possible: like Figure 2 As shown by line 2 in diagram (c), scenario 3 (successful gear shift): With the engine speed remaining constant, when the gear ring speed increases to the target value, the vehicle predicts that the motor speed will still be higher than its minimum permissible speed. In this case, the gear shift can be completed smoothly.

[0101] like Figure 2 As shown by line 3 in diagram (c), scenario 4 (risk of gear shift failure): With the engine speed remaining constant, as the gear ring speed increases, the motor speed will decrease due to the coupling relationship. If the motor speed drops to its minimum allowable speed before the gear ring reaches its target value, the vehicle will be unable to continue increasing the gear ring speed, resulting in gear shift failure.

[0102] Regarding the risk in scenario 4, the vehicle adopts the following solution: like Figure 2 As shown by line 4 in diagram (c), before responding to the gear shift command, the vehicle first raises the engine speed to the target safe speed calculated by formula (3), such as... Figure 2As shown by line 5 in Figure (c), after the engine speed reaches the target safe speed, it can be ensured that after upshifting, the motor speed is higher than the minimum allowable speed of the motor, and the vehicle is allowed to perform the 2-to-1 gear shift, thus successfully completing the downshift.

[0103] In this embodiment of the application, by defining the second power source speed threshold as the minimum allowable speed of the second power source for downshifting conditions, it is possible to accurately identify the low speed or reverse over-limit risks that the second power source may face due to the increase in gear ring speed during downshifting. This ensures that the protection strategy is accurately adapted to the downshifting physical scenario, and that the protection mechanism is activated at the appropriate time to prevent control failure or component damage caused by the second power source speed being too low due to downshifting.

[0104] Exemplary device Figure 4 The diagram shown is a structural schematic of a vehicle control device provided in an exemplary embodiment of this application. Figure 4 As shown, the vehicle control device 400 includes: a first determining module 410, a second determining module 420, and a control module 430.

[0105] The first determining module 410 is used to determine the predicted speed of the second power source after gear shifting when a gear shifting command is received; the second determining module 420 is used to determine the target safe speed of the first power source when the predicted speed is not within the preset speed range after gear shifting; wherein the target safe speed is used to ensure that the speed of the second power source after gear shifting is within the preset speed range; and the control module 430 is used to control the first power source to operate based on the target safe speed before responding to the gear shifting command.

[0106] In this embodiment, addressing the problem that during gear shifting in a vehicle containing a transmission system, due to the inherent coupling constraints of the planetary gear set's kinematic relationship, maintaining the speed of the first power source constant while relying solely on the second power source for speed adjustment can easily lead to the second power source's speed exceeding its physical allowable range, resulting in gear shifting failure, a solution is adopted. This solution pre-determines whether the second power source is about to exceed its allowable speed range based on the planetary gear set's kinematic relationship before gear shifting, and actively adjusts the speed of the first power source when there is a risk of exceeding the limit. This ensures that the actual speed of the second power source is always kept within the allowable speed limit before the gear shifting action is performed, avoiding gear shifting failure caused by the second power source's speed exceeding the limit during the gear shifting process, thereby improving the reliability of gear shifting and the safety of the power system.

[0107] According to one embodiment of this application, the transmission system includes a first transmission component, which is connected to the vehicle's wheels via the vehicle's gearbox. A first determining module 410 is used to obtain the first speed of the first power source, the target speed of the first transmission component after gear shifting, and the transmission parameters of the transmission system; and to determine the predicted speed of the second power source after gear shifting based on the first speed, the target speed, and the transmission parameters.

[0108] According to one embodiment of this application, the second determining module 420 is further configured to determine that the predicted speed is not within the preset speed range after the gear shift if the predicted speed is greater than the second power source speed threshold when the gear shift command is an upshift command; wherein the second power source speed threshold is the maximum allowable speed of the second power source.

[0109] According to one embodiment of this application, the second determining module 420 is further configured to determine that the predicted speed is not within the preset speed range after gear shift if the predicted speed is less than the second power source speed threshold when the gear shift command is a downshift command; wherein the second power source speed threshold is the minimum allowable speed of the second power source.

[0110] According to one embodiment of this application, the second determining module 420 is used to determine the target safe speed of the first power source based on the target speed, transmission parameters, and the second power source speed threshold.

[0111] According to one embodiment of this application, the second determining module 420 is used to obtain a first product of the transmission parameters and the target speed; add the first product to the second power source speed threshold to obtain a first sum; divide the first sum by the incremental coefficient of the transmission parameters to obtain the target safe speed of the first power source; wherein the incremental coefficient is determined based on the transmission parameters.

[0112] According to one embodiment of this application, the control module 430 is further configured to reduce the torque of the first power source and the second power source to zero before adjusting the first power source from the first speed to the target safe speed; and to perform a gear shifting action when the first speed is adjusted to the target safe speed and the actual speed of the second power source is adjusted to a point where the deviation from the second power source speed threshold satisfies the synchronization condition; and to restore the torque output of the first power source and the second power source after the gear shifting action is completed.

[0113] According to one embodiment of this application, the second determining module 420 is used to obtain the current vehicle speed, the radius of the vehicle's wheels, and the gear ratio corresponding to the target gear after gear shifting; and to determine the target rotational speed of the first transmission component after gear shifting based on the current vehicle speed, the radius of the vehicle's wheels, and the gear ratio corresponding to the target gear after gear shifting.

[0114] According to one embodiment of this application, the control module 430 is used to obtain the second speed of the second power source after receiving a gear shifting command and before responding to the gear shifting command; and if the second speed is not within the preset speed range corresponding to the current gear, control the first power source to run at the target safe speed before responding to the gear shifting command.

[0115] This application also provides a vehicle, including: a processor; and a memory for storing processor-executable instructions, wherein the processor is used to execute the vehicle control method of the first aspect described above.

[0116] The vehicle control method provided in this application can be applied to various vehicles. Vehicles include various types of vehicles, such as sedans, SUVs, buses, and trucks. This application does not impose any special limitations on the specific form of the vehicle.

[0117] The processor can be a vehicle controller; for example, in a hybrid vehicle, the processor can be a hybrid vehicle controller.

[0118] This application also provides a computer-readable storage medium storing a computer program for executing the vehicle control method provided in any of the above embodiments.

[0119] This application also provides a computer program product, which includes a computer program. When the computer program is executed by the processor of a computer device, it enables the computer device to perform the vehicle control method provided in any of the above embodiments.

[0120] All of the above-mentioned optional technical solutions can be combined in any way to form optional embodiments of this application, and will not be described in detail here.

[0121] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0122] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0123] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of 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 system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0124] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0125] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0126] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program verification codes, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0127] It should be noted that in the description of this application, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0128] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0129] The above are merely preferred embodiments of this application and are not intended to limit this application. Any modifications or equivalent substitutions made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, The method is applied to a vehicle, the vehicle including a first power source, a second power source, and a transmission system, wherein the first power source and the second power source are connected via the transmission system, and the method includes: Upon receiving a gear shifting command, determine the predicted speed of the second power source after the gear shift; If the predicted speed is not within the preset speed range after gear shifting, a target safe speed of the first power source is determined; wherein, the target safe speed is used to ensure that the speed of the second power source after gear shifting is within the preset speed range; Before responding to the gear shifting command, the first power source is controlled to operate at the target safe speed.

2. The vehicle control method according to claim 1, characterized in that, The transmission system includes a first transmission assembly, which is connected to the vehicle's wheels via the vehicle's gearbox. Determining the predicted rotational speed of the second power source after gear shifting includes: The first speed of the first power source, the target speed of the first transmission component after gear switching, and the transmission parameters of the transmission system are obtained. Based on the first rotational speed, the target rotational speed, and the transmission parameters, the predicted rotational speed of the second power source after gear shift is determined.

3. The vehicle control method according to claim 2, characterized in that, The method further includes: When the gear shifting command is an upshifting command, if the predicted speed is greater than the second power source speed threshold, then it is determined that the predicted speed is not within the preset speed range after the gear shift; wherein, the second power source speed threshold is the maximum allowable speed of the second power source.

4. The vehicle control method according to claim 2, characterized in that, The method further includes: When the gear shifting command is a downshifting command, if the predicted speed is less than the second power source speed threshold, then it is determined that the predicted speed is not within the preset speed range after gear shifting; wherein, the second power source speed threshold is the minimum allowable speed of the second power source.

5. The vehicle control method according to claim 3 or 4, wherein determining the target safe speed of the first power source includes: The target safe speed of the first power source is determined based on the target speed, the transmission parameters, and the second power source speed threshold.

6. The vehicle control method according to claim 5, characterized in that, Determining the target safe speed of the first power source based on the target speed, the transmission parameters, and the second power source speed threshold includes: Obtain the first product of the transmission parameters and the target rotational speed; Add the first product to the second power source speed threshold to obtain the first sum; Divide the first sum by the incremental coefficient of the transmission parameters to obtain the target safe speed of the first power source; wherein the incremental coefficient is determined based on the transmission parameters.

7. The vehicle control method according to claim 3 or 4, characterized in that, The method further includes: Before controlling the first power source to adjust from the first speed to the target safe speed, the torque of the first power source and the second power source is reduced to zero; When the first speed is adjusted to the target safe speed and the actual speed of the second power source is adjusted to a point where the deviation from the second power source speed threshold satisfies the synchronization condition, a gear shifting action is performed. Once the gear shifting action is completed, the torque output of the first power source and the second power source is restored.

8. The vehicle control method according to claim 3 or 4, characterized in that, Obtaining the target rotational speed of the first transmission component after gear shifting includes: The current speed of the vehicle, the radius of the vehicle's wheels, and the gear ratio corresponding to the target gear after gear shifting are obtained. Based on the vehicle's current speed, the radius of the vehicle's wheels, and the gearbox ratio corresponding to the target gear after gear shifting, the target rotational speed of the first transmission component after gear shifting is determined.

9. The vehicle control method according to claim 1, characterized in that, Determining the target safe speed of the first power source when the predicted speed is not within the preset speed range after gear shifting includes: After receiving the gear shift command but before responding to the gear shift command, obtain the second speed of the second power source; If the second speed is not within the preset speed range corresponding to the current gear and / or the predicted speed is not within the preset speed range after gear switching, the first power source is controlled to operate at the target safe speed before responding to the gear switching command.

10. A vehicle, characterized in that, include: processor; Memory used to store the processor's executable instructions. The processor is used to execute the vehicle control method according to any one of claims 1 to 9.

Images