Automatic shift change control method, device, equipment, and storage medium

Abstract

The present application provides an automatic gear shift control method, device, equipment and storage medium, which controls a vehicle to perform an elastic bleed-off operation in response to a drive switching request, and controls a movable assembly of a disengagement / coupling device of the vehicle to perform a position self-adaptation operation when the torque of a first motor of the vehicle is unloaded and completed, and controls the engagement direction and disengagement of the movable assembly when the rotation speed of the movable assembly reaches a steady state, and moves the movable assembly to a fully disengaged position in the disengagement direction, so that the vehicle completes the switch from the four-driving-force mode to the two-driving-force mode. The speed difference when the movable assembly of the disengagement / coupling device switches from the four-driving-force mode to the two-driving-force mode can be reduced or eliminated, the collision of the movable assembly can be avoided, and the non-contact control or contactless torque transmission control of the movable assembly can be achieved, and the disengagement / coupling device can be disengaged without impact and noise, realizing automatic gear shift control without detection and improving the driving experience of the vehicle.

Description

[Technical field]

[0001] The present application relates to the field of vehicle technology, and in particular to an automatic shift change control method, device, equipment, and storage medium. [Background technology]

[0002] In order to meet the dual indicators of power and economy of new energy vehicles, currently, automatic transmissions with disengagement / engagement functions are used to realize power switching between two-wheel drive and four-wheel drive.

[0003] For example, when there is a power demand (e.g., large accelerator power) or a four-wheel drive demand (e.g., rear wheels spinning, unpaved road surface, etc.), the four-wheel drive mode is used to improve the power, passability, and safety of the vehicle, and when there is no power demand or four-wheel drive demand, the two-wheel drive mode is used to reduce the energy consumption of the power system. Here, a motor or an electromagnetic mechanism is generally employed at the same time to realize automatic control of the decoupling / coupling function.

[0004] However, in vehicles that currently use a device with a disengagement / coupling function to switch between two-wheel drive and four-wheel drive, the disengagement / coupling device will disengage, causing shock and noise in the transmission system when shifting gears. For example, when disengaging a gear, the input shaft and the output shaft still have relative vibrations in rotation speed. As a result, when the disengagement / coupling device disengages, the meshing teeth of the disengagement / coupling device will clash, which will cause shock and seriously affect the driving experience. Summary of the Invention [Problem to be solved by the invention]

[0005] The present application provides an automatic shift change control method, device, equipment and storage medium, which are used to solve the technical problem that the meshing teeth of the disengagement / engagement device generate tooth strike when switching from a four-driving force mode to a two-driving force mode, causing shock and noise in the transmission system and affecting the driving experience. [Means for solving the problem]

[0006] In a first aspect, the present application provides an automatic gear shift control method, comprising: controlling the vehicle to perform an elastic bleed-off operation in response to a drive switch request, the drive switch request being used to indicate that the vehicle should switch from a four drive force mode to a two drive force mode; When the torque of the first motor of the vehicle is unloaded and completed in the elastic bleed-off operation, controlling a movable assembly of the decoupling / coupling device of the vehicle to perform a position self-adaptation operation; When the position self-adaptation operation is performed, when the rotational speed of the movable assembly reaches a steady state, the step of controlling the engagement direction of the movable assembly and controlling the disengagement of the movable assembly to move the movable assembly in the detachment direction to a fully detached position of the detachment / coupling device is included.

[0007] In one possible design, after the movable assembly has moved in the desorption direction to a fully decoupled position of the desorption / coupling device, The step of controlling the movable assembly to move in the disengagement direction from the fully disengaged position to a disengagement locked position is also included.

[0008] In one possible design, after controlling the movable assembly to move from the fully disengaged position to the disengagement lock position, The method further includes controlling a rotational speed of a rotor of a first motor of the vehicle to a rotational speed of zero, and converting the kinetic energy of the first motor into electrical energy for storage or supply.

[0009] In one possible design, the step of controlling the vehicle to perform an elastic bleed-off maneuver in response to a drive transfer request includes: determining elastic unload data based on first driving data of the vehicle in response to the drive switching request, the elastic unload data including a torque and an elastic unload time, a first control torque and a torque of a second motor of the vehicle; and controlling the vehicle to perform the elastic bleed-off operation based on the first control torque and the torque of the second motor within the torque and elastic unload time. Here, the torque of the first motor is unloaded until the first control torque becomes zero in the elastic bleed-off operation, thereby completing the operation.

[0010] In one possible design, the step of controlling a movable assembly of the vehicle's decoupling / coupling device to perform position self-adaptive operation includes: determining a self-adaptive control time based on a stiffness of a transmission system, and determining a second control torque based on an active damping torque of the first motor; and controlling the movable assembly to perform the position self-adaptive operation based on the second control torque during the self-adaptive control time. Here, during the position self-adaptation operation process, the torque of the first motor is the second control torque, and the torque of the second motor is the driver-requested torque, and when the position self-adaptation operation ends, the rotational speed of the movable assembly reaches the steady state.

[0011] In one possible design, the step of controlling the engagement direction of the moveable assembly and controlling the separation of the moveable assembly comprises: controlling an engagement direction of the movable assembly based on a time when the steady state is reached, which is a time when the movable assembly starts to move from the fully engaged position of the disengagement / coupling device to the fully disengaged position, and a running state of the vehicle; and after completing the control of the engagement direction, controlling the movable assembly to be separated based on a control end time of the engagement direction and a running state of the vehicle until the movable assembly moves in the detachment direction to a completely detached position of the detachment / coupling device, Here, the running state includes an accelerating state, a decelerating state, and a non-accelerating and non-decelerating state.

[0012] In one possible design, controlling the direction of engagement of the movable assembly based on the time when the steady state is reached and the running state of the vehicle comprises: determining a meshing direction control time based on the time when the steady state is reached, and determining a third control torque based on a running state of the vehicle; controlling an engagement direction of the movable assembly based on the third control torque within the engagement direction control time, Here, in the process of controlling the meshing direction, the torque of the first motor is the third control torque, and the torque of the second motor is the driver requested torque.

[0013] In one possible design, the step of controlling the movable assembly to be separated based on the control end time of the meshing direction and the running state of the vehicle includes: determining a separation control time based on the control end time in the meshing direction and the complete disengagement position; determining a fourth control torque based on a running state of the vehicle; and controlling the movable assembly to separate based on the fourth control torque within the separation control time, Here, in the process of decoupling and controlling the movable assembly, the torque of the first motor is the fourth control torque, and the torque of the second motor is the driver requested torque.

[0014] In one possible design, prior to the step of controlling the vehicle to perform an elastic bleed-off maneuver in response to a drive transfer request, acquiring second driving data of the vehicle; determining a current drive mode of the vehicle based on the second driving data; If the current driving mode is the four-driving-force mode and a request to execute the two-driving-force mode is received, generating the driving switch request.

[0015] In one possible design, the vehicle includes an electric vehicle or a hybrid vehicle; When the vehicle is an electric vehicle, the first motor and the second motor each include a generator; When the vehicle is a hybrid vehicle, the first motor includes a generator and the second motor includes an engine.

[0016] In one possible design, the structure of the detachment / attachment device includes one of a synchromesh type, a dog gear type, and a clutch type; When the structural system is the synchromesh type or dog gear type, the movable assembly includes a driven tooth and a driving tooth.

[0017] In a second aspect, the present application provides an automatic gear shift control device, comprising: a first control module adapted to control the vehicle to perform an elastic bleed-off operation in response to a drive shift request, the drive shift request adapted to indicate that the vehicle should switch from a four drive force mode to a two drive force mode; a second control module adapted to control a movable assembly of the vehicle's decoupling / coupling device to perform a position self-adaptation operation when unloading the torque of the first motor of the vehicle and completing the elastic bleed-off operation; and a third control module used to control the engagement direction of the movable assembly and to control the disengagement of the movable assembly when the rotational speed of the movable assembly reaches a steady state during the position self-adaptation operation, and to move the movable assembly in the disengagement direction to a fully disengaged position of the detachment / coupling device.

[0018] In a third aspect, the present application provides an electronic device, comprising: a processor; and a memory communicatively coupled to the processor; The memory stores computer executable instructions; The processor executes computer executable instructions stored in the memory to implement any possible automatic gear shift control method provided in the first aspect.

[0019] In a fourth aspect, the present application provides a computer readable storage medium storing computer executable instructions which, when executed by a processor, are used to realise any of the possible automatic shift change control methods provided in the first aspect. Effect of the Invention

[0020] The present application provides an automatic shift change control method, device, equipment and storage medium, which first controls a vehicle to perform an elastic bleed-off operation in response to a drive switching request, the drive switching request is used to instruct the vehicle to switch from a four-driving force mode to a two-driving force mode, then controls a movable assembly of a disengagement / coupling device of the vehicle to perform a position self-adaptation operation when the torque of a first motor of the vehicle is unloaded and completed in the elastic bleed-off operation, and further controls the engagement direction of the movable assembly and the disengagement control of the movable assembly to move the movable assembly in the disengagement direction to a fully disengaged position of the disengagement / coupling device. The torque of the first motor is unloaded by the elastic bleed-off operation, and the rotation speed of the movable assembly of the detachment / coupling device reaches a steady state by the position self-adaptation operation, and after the rotation speed of the movable assembly reaches a steady state, the engagement direction control and the separation control are performed to realize precise control of the detachment direction of the movable assembly, and the non-contact control or contactless torque transmission control of the movable assembly is achieved, so that the speed difference when the movable assembly of the detachment / coupling device switches from the four-driving force mode to the two-driving force mode can be reduced or eliminated, and the collision of the movable assembly can be avoided. The detachment / coupling device can be detached without impact and noise, and realizes automatic shift change control without detection, improving the driving experience of the vehicle. [Brief description of the drawings]

[0021] [Figure 1] 1 is a structural schematic diagram of a vehicle provided in an embodiment of the present application. [Diagram 2] 1 is a structural schematic diagram of a variable speed differential device provided in an embodiment of the present application; [Diagram 3] FIG. 2 is a structural schematic diagram of a desorption / binding device provided in an embodiment of the present application. [Figure 4] 2 is a flowchart of an automatic shift change control method provided in an embodiment of the present application. [Diagram 5] 4 is a flowchart of another automatic shift change control method provided in an embodiment of the present application. [Figure 6]4 is a time chart of an automatic shift change control provided in an embodiment of the present application. [Figure 7] 5 is a time chart of another automatic shift change control provided in an embodiment of the present application. [Figure 8] 6 is a time chart of yet another automatic shift change control provided in an embodiment of the present application. [Figure 9] FIG. 2 is a schematic diagram of the relative positions of driving teeth and driven teeth provided in an embodiment of the present application. [Figure 10] 1 is a structural schematic diagram of an automatic shift change control device provided in an embodiment of the present application; [Figure 11] 1 is a structural schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0022] In order to make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application are described below clearly and completely with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only some of the embodiments of the present application, and not all of the embodiments of the present application, and all other embodiments obtained by those skilled in the art on the premise of not making creative efforts based on the embodiments of the present application are all within the scope of protection of the present application.

[0023] The terms "first," "second," "third," "fourth," etc. (if present) in the specification and claims of this application and in the drawings are used to distinguish between similar objects and are not necessarily used to describe a particular order or sequence. It should be understood that the data used in this manner may be interchanged as appropriate, such that the embodiments of this application described herein may be performed, for example, in an order other than that shown or described herein. In addition, the terms "comprise" and "have" and any variations thereof are intended to include non-exclusive inclusions, such as that a process, method, system, product, or apparatus that includes a series of steps or units is not necessarily limited to those steps or units expressly recited, but may include other steps or units not expressly recited or inherent to such process, method, product, or apparatus.

[0024] Currently, when an automatic transmission with disengagement / engagement function is used to switch between 2WD and 4WD, the disengagement / engagement device generally causes shock and noise in the transmission system when disengagement occurs. For example, when the shift is released, the input shaft and the output shaft still have relative vibration in rotation speed. As a result, when the disengagement / engagement device disengages, the two meshing teeth of the disengagement / engagement device will generate tooth strike, which will generate shock and seriously affect the driving experience.

[0025] In view of the above problems existing in the prior art, the present application provides an automatic shift change control method, device, equipment and storage medium. The invention concept of the automatic shift change control method provided in the present application is as follows: when the vehicle responds to a drive switching request from a four-driving force mode to a two-driving force mode, first perform an elastic bleed-off operation, unload the torque of the first motor, and then control the movable assembly of the vehicle's detachment / coupling device to perform a position self-adaptation operation when the torque unloading of the first motor is completed, so that the rotation speed of the movable assembly reaches a steady state, and then control the engagement direction and separation of the movable assembly to move the movable assembly in the detachment direction to a complete detachment position of the detachment / coupling device. Here, the elastic bleed-off operation and position self-adaptation operation can reduce or eliminate the speed difference when the movable assembly switches from the four-driving force mode to the two-driving force mode, avoid the collision of the movable assembly, realize precise control of the disengagement direction of the movable assembly by controlling the engagement direction and separation control after the rotational speed of the movable assembly reaches a steady state, achieve non-contact control of the movable assembly or contactless torque transmission control, and the disengagement / coupling device can be disengaged without impact and noise, realize undetected automatic shift change control, and improve the driving experience of the vehicle.

[0026] FIG 1 is a structural schematic diagram of a vehicle provided in an embodiment of the present application, and FIG 2 is a structural schematic diagram of a variable speed differential provided in an embodiment of the present application. As shown in FIG 1, the first motor, the first motor control drive device, and the variable speed differential constitute a first power source, and the second motor, the second motor control drive device, and the reduction differential constitute a second power source of the vehicle. Optionally, the vehicle may be an electric vehicle or a hybrid vehicle, and when the vehicle is an electric vehicle, the first motor and the second motor may be generators, respectively, and when the vehicle is a hybrid vehicle, the first motor may be a generator and the second motor may be an engine, for example, the engine, the transmission, the differential, the engine controller, and the transmission controller constitute the second power source.

[0027] Here, the vehicle controller is configured to execute the automatic gear shift control method provided in the embodiment of the present application, and the controller may be, for example, an electronic control unit (ECU) as shown in FIG. 1, which avoids collision of the movable assembly of the detachment / coupling device when the vehicle switches from the four-driving force mode to the two-driving force mode, and realizes precise control of the detachment direction of the movable assembly by controlling the engagement direction and separation of the movable assembly, thereby achieving non-contact control of the movable assembly or contactless torque transmission control, and the detachment / coupling device can be detached without impact and noise, thereby realizing undetected automatic gear shift control and improving the driving experience of the vehicle.

[0028] 1 and 2, the disengagement / coupling device transmits and blocks torque transmission by disconnecting or connecting a mechanical structure between the first motor and the differential. For example, the disengagement / coupling device may be installed on the output shaft of the motor, the second shaft, or a third shaft, in which the third shaft is connected to a differential in a variable speed differential, and the variable speed differential further includes a transmission.

[0029] The detachment / coupling device shown in FIG. 2 can be, for example, as shown in FIG. 3, which is a structural schematic diagram of the detachment / coupling device provided in the embodiment of the present application. As shown in FIG. 3, the fork pushes the sleeve 33 by the fork groove 34 to move in the direction of the coupling teeth (driven teeth) 31 or in the opposite direction to realize the coupling or detachment of the detachment / coupling device, and the hub (driving teeth) 32 is located in the sleeve 33. When the detachment / coupling device is coupled, the hub (driving teeth) 32 meshes with the coupling teeth (driven teeth) 31 to realize the mechanical connection between the first motor and the first drive shaft and the second drive shaft, and when the detachment / coupling device is detached, the hub (driving teeth) 32 and the coupling teeth (driven teeth) 31 are disengaged. Alternatively, the structure of the detachment / coupling device may be any one of a synchromesh type, a dog gear type, and a clutch type, and FIG. 3 shows the synchromesh type as an example. Here, the coupling teeth (driven teeth) 31 and the hub (driving teeth) 32 as shown in FIG. 3 are collectively referred to as the movable assembly of the coupling / disengagement device.

[0030] It should be noted that the above Figures 1 to 3 are merely schematic illustrations, and the vehicles, gear differentials, and disengagement / coupling devices to which the automatic shift change control method provided in the embodiments of the present application is applied include, but are not limited to, those shown in the figures above.

[0031] 4 is a flow chart of an automatic shift change control method provided in an embodiment of the present application. As shown in FIG. 4, the automatic shift change control method provided in an embodiment of the present application includes:

[0032] At S101, the vehicle is controlled to perform an elastic bleed-off operation in response to a drive switch request.

[0033] Here, the drive switch request is used to instruct the vehicle to switch from four-drive-force mode to two-drive-force mode.

[0034] The drive switching request is used to instruct the vehicle to switch from the four-drive-force mode to the two-drive-force mode, thereby reducing the energy consumption of the power system. Thus, after the drive switching request is generated, the vehicle is controlled to perform an elastic bleed-off operation in response to the drive switching request. Optionally, the elastic bleed-off operation can realize unloading of the torque of the first motor and the elastic force in the transmission system of the vehicle and load of the torque of the second motor. For example, for a transmission system (shown in FIG. 1) consisting of a first power source, a first drive shaft, a second drive shaft, and corresponding wheels, the reduction of the transmission torque of the transmission system can realize the recovery of its elastic deformation, thereby realizing the unloading of the elastic force.

[0035] In S102, when the torque of the first motor of the vehicle is unloaded and completed in the elastic bleed-off operation, the movable assembly of the decoupling / coupling device of the vehicle is controlled to perform a position self-adaptation operation.

[0036] When the torque of the first motor of the vehicle is unloaded and completed during the elastic bleed-off operation, the movable assembly of the decoupling / coupling device of the vehicle can be controlled to enter a position self-adaptation operation stage, and self-adaptation control of the position of the movable assembly can be realized, for example, the rotation speed of the movable assembly (e.g., the driven teeth and the movable teeth) can reach a steady state. That is, the rotation speed of the movable assembly reaches a steady state when the position self-adaptation operation is completed. Here, the specific value of the rotation speed corresponding to the steady state can be set based on the actual operating situation, and the embodiment of the present application is not limited thereto.

[0037] The elastic bleed-off operation can unload the elastic force of the transmission system, and the transmission system can be elastically released. The elastic release can damp the rotational speed fluctuation and relative speed difference of the movable assembly, such as the driving teeth and the driven teeth, so that the elastic bleed-off operation and the position self-adaptation operation can realize the damping control for the rotational speed fluctuation and relative speed difference of the movable assembly or make it have the characteristics of natural damping, effectively reducing or eliminating the speed difference of the movable assembly of the detachment / coupling device, such as the speed difference between the driving teeth and the driven teeth, and avoiding the collision of the movable assembly during detachment, i.e., avoiding the collision between the driving teeth and the driven teeth.

[0038] In S103, when performing the position self-adaptation operation, when the rotation speed of the movable assembly reaches a steady state, the engagement direction of the movable assembly is controlled and the movable assembly is separated, so that the movable assembly is moved in the detachment direction to a completely detached position of the detachment / coupling device.

[0039] During the position self-adaptation operation, when the rotation speed of the movable assembly reaches a steady state, the position self-adaptation operation is terminated, and the movable assembly starts to be subjected to meshing direction control and further separation control, wherein the substance of the meshing direction control of the movable assembly is to control the meshing direction according to a desired target, which provides a precondition for the subsequent separation control, and facilitates the accuracy of the separation control.

[0040] After completing the control of the meshing direction, the movable assembly is further subjected to separation control, specifically, the position of the movable assembly, for example, the relative positions of the driving teeth and the driven teeth, is precisely controlled by precisely controlling the tooth position when the disengagement / coupling device is disengaged, that is, the process of the movable assembly moving to the fully disengaged position of the disengagement / coupling device in the disengagement direction is precisely controlled, for example, by parameters such as time and torque within time, precise control of the meshing direction and separation control is realized, thereby realizing non-contact control or contactless torque transmission control of the movable assembly, for example, the driving teeth and the meshing teeth, and avoiding collision such as teeth striking of the movable assembly, thereby realizing shockless and noiseless disengagement control. The movable assembly can complete the automatic shift change from the four-driving force mode to the two-driving force mode, specifically, when the driven teeth move to the fully disengaged position of the disengagement / coupling position.

[0041] As will be appreciated, the occurrence of the elastic bleed-off operation, position self-adaptation operation, engagement direction control and disengagement control steps described above all occur while the vehicle is moving and prior to shifting out.

[0042] The automatic shift change control method provided in the embodiment of the present application unloads the torque of the first motor through elastic bleed-off operation to achieve unloading of the elastic force of the transmission system, and further makes the rotation speed of the movable assembly of the decoupling / coupling device reach a steady state through position self-adaptation operation, thereby reducing or eliminating the speed difference when the movable assembly of the decoupling / coupling device switches from the four-driving force mode to the two-driving force mode, and avoiding the collision of the movable assembly. After the rotation speed of the movable assembly reaches a steady state, precise control of the decoupling direction of the movable assembly is realized through the control of the engagement direction and the control of the separation, achieving non-contact control of the movable assembly or control of contactless torque transmission, so that the decoupling / coupling device can be decoupled without impact and noise, realizing automatic shift change control without detection, and improving the driving experience of the vehicle.

[0043] 5 is a flow chart of another automatic shift change control method provided in an embodiment of the present application. As shown in FIG. 5, the automatic shift change method provided in an embodiment of the present application includes:

[0044] In S201, second driving data of the vehicle is obtained, and a current driving mode of the vehicle is determined based on the second driving data.

[0045] In S202, if the current driving mode is the four-driving force mode and a request to switch to the two-driving force mode is received, a driving mode switching request is generated.

[0046] Prior to responding to a drive transfer request, it is necessary to determine the current drive mode of the vehicle in order to determine when to effect an automatic shift change by disengagement using the disengagement / coupling device.

[0047] For example, first collect second driving data of the vehicle, then determine a current driving mode based on the collected second driving data, and when the determined current driving mode is a four-driving force mode and receives a dual-driving force mode execution request, it indicates that the time has come to switch from the four-driving force mode to the dual-driving force mode, and thus generates a driving mode switching request to realize the switching of the power mode. Here, when it is necessary to reduce the energy consumption of the power system during the running of the vehicle, the dual-driving force mode execution request is sent, and the vehicle instructs the disengagement operation performed by the disengagement / coupling device to perform an automatic shift change.

[0048] Optionally, the collected second driving data of the vehicle may include parameters such as vehicle speed, slope, accelerator pedal opening, wheel speed, rotation speed of the first motor, rotation speed of the second motor, wheel freewheeling state, wheel lock state, etc., to specifically determine the current driving mode of the vehicle.

[0049] In S203, elastic unload data is determined based on first driving data of the vehicle in response to a drive switching request.

[0050] Here, the elastic unload data includes the torque and elastic unload time, the first control torque and the torque of the second motor of the vehicle.

[0051] In S204, the vehicle is controlled to perform an elastic bleed-off operation based on the first control torque and the torque of the second motor within a torque and elastic unload time.

[0052] Now, in the elastic bleed-off operation, the torque of the first motor is unloaded until the first control torque becomes zero, and is completed.

[0053] After determining the timing of the automatic shift change, i.e., after generating the drive switch request, the vehicle is controlled to perform an elastic bleed-off operation in response to the drive switch request.

[0054] Specifically, firstly, obtain first driving data of the vehicle in response to a drive switching request, and further determine elastic unloading data according to the first driving data, the elastic unloading data including torque, elastic unloading time, first control torque and torque of the second motor of the vehicle, thereby performing elastic bleed-off operation based on the elastic unloading data, and unloading the torque of the first motor until the first control torque becomes zero, and then completing the process of elastic bleed-off operation.

[0055] Optionally, the first driving data may include parameters such as vehicle speed, rotation speed of the first motor, rotation speed of the second motor, accelerator pedal opening, and brake pedal opening. Calculate torque and elastic unload time, first control torque, and second motor torque based on the first driving data. Wherein, the torque and elastic unload time are the time for controlling the elastic bleed-off operation, the first control torque is substantially the torque that the first motor needs to unload within the torque and elastic unload time, and the torque of the second motor is the torque that needs to be loaded within the torque and elastic unload time. Thus, when the first control torque is zero, the torque of the first motor is unloaded and completed in the elastic bleed-off operation. As can be understood, the first control torque and the torque that needs to be loaded of the second motor are both dynamic values, i.e., they change with the passage of the torque and elastic unload time.

[0056] 6 to 8 are time charts of the automatic gear shift control provided in the embodiment of the present application, which show schematic diagrams of the elastic bleed-off operation, position self-adaptation operation, engagement direction control and separation control when the vehicle is in an accelerating state, a decelerating state and neither accelerating nor decelerating state, and the time-dependent changes of the corresponding parameters corresponding to each process, such as the torque of the first motor, the torque of the second motor, the rotational speed of the first motor, the rotational speed of the second motor, the wheel speed / vehicle speed at the motor end, etc.

[0057] As shown in FIGS. 6 to 8, t0 indicates the time to respond to the drive switching request, i.e., the start time of the torque and elastic unload time, t1 indicates the end time of the elastic bleed-off operation, and t 01 denotes the torque and elastic unload time, i.e., the duration of the elastic bleed-off operation. For convenience of explanation, T F0 denotes the initial torque of the first motor at time t0, and T R0 denotes the initial torque of the second motor at time t0, and T F01 is the first control torque, i.e., t 01 denotes the torque of the first motor in a time interval, TR01 is the torque that the second motor needs to load, i.e. t 01 4 shows the torque of the second motor during a time interval.

[0058] As described above, for a transmission system consisting of a first power source, a first drive shaft, a second drive shaft and corresponding wheels, the reduction in the transmission torque of the transmission system can be achieved by recovering the elastic deformation and unloading the elastic force. Therefore, t 01 At any time within the time interval, the torque required by the driver T D satisfies equation (1).

[0059] TD=T F01 +T R01 (1)

[0060] Torque and elastic unload time t 01 The specific value of the initial torque T F0 and the first control torque T F01 The time t1 is determined jointly by the rate of change of the initial torque T F0 and the first control torque T F01 Optionally, T F01 The rate of change of may be less than 1000 nm / s, reducing the rotation speed fluctuation due to torque change.

[0061] As described above, the elastic bleed-off operation is completed through steps S203 and S204, and the torque unloading of the first motor is completed at time t1, and the position self-adaptation operation is entered.

[0062] In S205, a self-adaptive control time is determined based on the stiffness of the transmission system, and a second control torque is determined based on the active damping torque of the first motor.

[0063] In S206, the movable assembly is controlled based on the second control torque during the self-adaptive control time to perform a position self-adaptive operation.

[0064] Here, in the position self-adaptation operation process, the torque of the first motor is the second control torque, and the torque of the second motor is the driver required torque.

[0065] The torque unloading of the first motor is completed, i.e., T F01 When is 0 nm, the position self-adaptation operation process begins. Specifically, the self-adaptation control time (t 12 The control process of the position self-adaptation operation is carried out by controlling the first control torque (denoted by ) and the second control torque, so that the rotation speed of the movable assembly reaches a steady state.

[0066] For example, based on the stiffness of the transmission system, 12 The value of t can be determined, for example 12 The value is 0.5s <t 12 <5s, the specific value is determined by the stiffness of the transmission system in the actual working situation. The second control torque can be determined based on the active damping torque of the first motor, and suppresses the rotational speed fluctuation of the movable module, such as the driving teeth and the driven teeth, through the resistive force damping of the transmission system, and the active damping torque of the first motor is jointly determined by the rotational speed fluctuation value and the rotational speed of the first motor, and suppresses the rotational speed fluctuation of the motor rotor and the transmission system by increasing or decreasing the output torque of the first motor.

[0067] For example, the output torque of the first motor is T F12_req and T F12_req = 0 nm, that is, the torque of the first motor during the self-adaptive control time (T F12 (denoted by T) F12 =T F12_req = 0 nm. The active damping torque of the first motor is T F12_damping The direction of the rotation speed fluctuation is opposite to that of the rotation speed fluctuation, and the magnitude is directly proportional to that of the rotation speed fluctuation. F12 =T F12_req +T F12_damping and T F12_req = 0 nm, so T F12 =T F12_dampingThat is, the second control torque is the torque of the first motor during the self-adaptive control time. As can be seen from the above description, in the position self-adaptive operation process, the torque of the first motor is the second control torque, and the torque of the second motor is held at the loaded torque, i.e., the driver's request torque (shown in Figures 6 to 8), and T R12 is the t of the second motor 12 4 shows the torque during the time interval, i.e. the torque loaded by the second motor during the elastic bleed-off operation process.

[0068] Thus, the position self-adaptation operation of the movable assembly of the vehicle detachment / coupling device is completed through steps S205 and S206, and the rotation speed of the movable assembly reaches a steady state.

[0069] In S207, the meshing direction of the movable assembly is controlled based on the time when the steady state is reached and the running state of the vehicle.

[0070] The time at which the steady state is reached is the time at which the movable assembly begins to move from the fully engaged position of the decoupler / coupler device to the fully disengaged position.

[0071] In S208, after the control in the engagement direction is ended, the movable assembly is controlled to be separated based on the end time of the control in the engagement direction and the running state of the vehicle until the movable assembly moves in the detachment direction to a completely detached position of the detachment / coupling device.

[0072] When the rotation speed of the movable assembly, for example the driving teeth and the driven teeth, reaches a steady state, the meshing direction control stage is entered. Specifically, the meshing direction of the movable assembly is controlled based on the time when the steady state is reached and the running state of the vehicle, providing a precondition for the separation control. Here, t2, which is the time when the steady state is reached, is the start time when the movable assembly moves from the fully engaged position of the separation / coupling device to the fully disengaged position during separation, thereby realizing the meshing of the teeth in the target direction.

[0073] In one possible design, the possible implementation manner of this step S207 includes:

[0074] First, an engagement direction control time is determined based on the time (indicated by t2) at which a steady state is reached, a third control torque is determined based on the running state of the vehicle, and then the engagement direction of the movable assembly is controlled based on the third control torque within the engagement direction control time.

[0075] For example, since the control time in the meshing direction is the time interval between the time when the steady state is reached and the control end time in the meshing direction, if it is assumed that t3 indicates the control end time in the meshing direction, in an actual operating situation, the time t3 may be any time from the time t2 to the time before the movable assembly, for example, the driving tooth and the driven tooth, separates, that is, it can be determined artificially. When t3 is determined, the meshing direction control time is determined, that is, the meshing direction control time (t 23 The time t3 (denoted by t3) can be determined based on the time at which a steady state is reached. At time t3, the decoupling / coupling device should be in a locked position just after decoupling, i.e., when longitudinal separation of the movable assemblies, e.g., the driving and driven teeth, begins to occur, and at this time the driving and driven teeth still hold in mesh.

[0076] Furthermore, a third control torque, i.e., t 23 A torque of the first motor during a time interval is determined, where the running conditions include an accelerating condition, a decelerating condition, and a non-accelerating and non-decelerating condition.

[0077] For example, when the vehicle is in an accelerating state, that is, at time t2, the acceleration of the rotation speed of the first motor (a F2 ) is the first acceleration threshold (a TH1 ) or the torque of the second motor (i.e., the loaded torque, denoted by TR23) is greater than the first torque threshold (T TH1 ), as shown in FIG. 6, the third control torque (T F23 ) is t 12 Torque T of the first motor during the time interval F12 It is.

[0078] When the vehicle is decelerating, that is, at time t2, the rotational speed acceleration (a F2 ) is the second acceleration threshold (a TH2 ) or the torque of the second motor (T R23 ) is the second torque threshold (T TH2 ), as shown in FIG. 7, the third control torque (T F23 (denoted as t 12 Torque T of the first motor during the time interval F12 It is.

[0079] When the vehicle is neither accelerating nor decelerating, the torque T of the second motor R23 and the rotational speed acceleration a of the first motor F2 does not satisfy the above two conditions, and the third control torque T F23 is the acceleration a of the first motor at time t2 F2 For example, a F2 ≧0, T F23 is a TH1 and I, and a F2 <0, T F23 is a TH2 and I, where I represents the total moment of inertia of the rotor of the first motor and the common rotating member, as shown in FIG.

[0080] As shown in FIGS. 6 to 8, in the meshing direction control process, the torque of the first motor is the third control torque, and the torque of the second motor is equal to the driver requested torque.

[0081] Alternatively, the third control torque may be determined to be 0 nm regardless of the running state of the vehicle.

[0082] After the control of the engagement direction is completed, the separation control is further performed, specifically, the separation control of the movable assembly is performed based on the end time of the control of the engagement direction and the running state of the vehicle until the movable assembly moves in the detachment direction to the completely detached position of the detachment / coupling device, and the detachment operation is completed.

[0083] In one possible design, a possible implementation manner of step S208 includes:

[0084] First, a separation control time is determined based on the control end time t3 of the engagement direction and the complete disengagement position, and a fourth control torque is determined based on the running state of the vehicle. Furthermore, the movable assembly is controlled to separate based on the fourth control torque within the separation control time.

[0085] The time it takes for the desorption / binding device to move from the fully bound position to the fully desorption position is called t 24 The value is determined by the maximum and minimum driving speeds of the driver of the desorption / coupling device. When the control end time t3 in the meshing direction is determined, t 24 =t 23 +t 34 Therefore, the separation control time (t 34 (denoted as t3) is determined by the complete separation position. Optionally, 0.1 s <t 24 <1s.

[0086] Furthermore, a fourth control torque, i.e., t 34 The torque of the first motor during the time interval is determined, T F34 This indicates that.

[0087] For example, when the vehicle is in an accelerating state, that is, at time t2, the acceleration of the rotation speed of the first motor (a F2 ) is the first acceleration threshold (a TH1 ) or the torque of the second motor (i.e., the loaded torque, T R23 ) is the first torque threshold (T TH1 When the fourth control torque is larger than the first control torque, the fourth control torque is calculated by the formula (2).

[0088] T F34 =a F34_rotor *I=a F34_whl *I+T Separate (2)

[0089] Here, T Separate is TF34 This can be expressed as the torque component and is calculated using the following equation (3).

[0090] T Separate =(a F34_rotor -a F34_whl )*I (3)

[0091] Here, a F34_rotor For example, the t of the driving tooth 34 The acceleration of the rotational speed in the time interval can be expressed as a F34_whl For example, the t of the driven tooth 34 The acceleration of the rotational speed in the time interval can be expressed as a F34_whl is calculated from the wheel speed or vehicle speed, and t 34 Because the time is short, a F34_whl and a F34_rotor can be considered to remain almost constant.

[0092] Optionally, when the movable assembly in the decoupling / coupling device, e.g., the driving tooth and the driven tooth, separate, the driving tooth is in an intermediate position of the backlash of the driven tooth, thereby obtaining the following equations (4) to (7).

[0093] L / K / 2<(t 34 ) 2 / 2*(a F34_rotor -a F34_whl ) <L*K / 2 (4) That is, L / K / (t 34 ) 2 <(a F34_rotor -a F34_whl ) <L*K / (t 34 ) 2 (5) That is, L*I / K / (t 34 ) 2 <T Separate <L*K*I / (t 34 ) 2 (6) That is, L*I / K / (t 34 ) 2 +a F34_whl *I <T F34 <L*K*I / (t 34 ) 2 +a F34_whl*I (7)

[0094] Optionally, the fourth control torque may further satisfy the following equation (8):

[0095] T F34 =L*I / (t 34 ) 2 +a F34_whl *I (8)

[0096] Here, L can be represented as the standard backlash of the movable assembly, such as the driving tooth and the driven tooth, in the detachment / coupling device, and K can be represented as the backlash statistical coefficient of the movable assembly, such as the driving tooth and the driven tooth, in the detachment / coupling device. For example, the backlash of the movable assembly in the detachment / coupling device that meets a certain number of quality standards should be between L / K and L*K. Also, t 23 Because the time is short, a F23 It can be considered that the torque of the fourth motor and the torque of the second motor in the separation control process during acceleration may be as shown in FIG.

[0097] When the vehicle is decelerating, that is, at time t2, the rotational speed acceleration (a F2 ) is the second acceleration threshold (a TH2 ) or the torque of the second motor (T R23 ) is the second torque threshold (T TH2 If the fourth control torque is smaller than the acceleration state, as shown in Fig. 7, the fourth control torque is determined to be the same as the acceleration state. Optionally, the fourth control torque is calculated by the following equation (9).

[0098] T F34 =-L*I / (t 34 ) 2 +a F34_whl *I (9)

[0099] When the vehicle is neither accelerating nor decelerating, the torque T of the second motor R23 and the rotational speed acceleration a of the first motor F2does not satisfy the above two conditions, and the fourth control torque T F34 is the acceleration a of the first motor at time t2 F2 For example, a F2 ≧0 and a F2 When θ is less than 0, the fourth control torque is calculated by the following equations (10) and (11), respectively.

[0100] a F2 ≧0, T F34 =L*I / (t 34 ) 2 +a F34_whl *I (10)

[0101] a F2 <0, T F34 =-L*I / (t 34 ) 2 +a F34_whl *I (11)

[0102] When neither accelerating nor decelerating, the fourth control torque and the torque of the second motor in the separation control process may be as shown in FIG.

[0103] Alternatively, the fourth control torque may be determined to be 0 nm regardless of the running state of the vehicle.

[0104] As shown in FIGS. 6 to 8, in the process of the decoupling control of the movable assembly, the torque of the first motor is the fourth control torque, and the torque of the second motor is always equal to the driver request torque.

[0105] Thus, the control of the meshing direction and the separation control of the movable assembly of the vehicle's coupling / uncoupling device are completed through steps S207 and S208, and the movable assembly can be moved in the direction of disengagement to the fully disengaged position of the coupling / uncoupling device, completing the disengagement operation and realizing automatic shifting. FIG. 9 is a schematic diagram showing the change in the positions of the driving teeth and the driven teeth during the elastic bleed-off operation, the position self-adaptation operation, and the meshing direction control and separation control processes. As can be seen from FIG. 9 and the description of the above embodiment, the elastic bleed-off operation can unload the elastic force of the transmission system, and the position self-adaptation operation can make the rotation speed of the driving teeth and the driven teeth reach a steady state, thereby reducing or eliminating the speed difference between the meshed gears of the coupling / uncoupling device, and avoiding the collision between the meshed gears of the coupling / uncoupling device during disengagement. The subsequent control of the meshing direction and the separation control can realize precise control of the tooth position, allowing the driving teeth and the driven teeth to be controlled in a non-contact manner or in a non-contact torque transmission manner, avoiding the tooth-crash problem between the two, and realizing the non-shock and non-noise disengagement operation.

[0106] The automatic shift change control method provided in the embodiment of the present application effectively reduces or eliminates the speed difference when the movable assembly of the detachment / coupling device switches from four-driving force mode to two-driving force mode through elastic bleed-off operation and position self-adaptation operation, and avoids the collision of the movable assembly. After the rotation speed of the movable assembly reaches a steady state, the precise control of the detachment direction of the movable assembly is realized through the control of the engagement direction and the control of the separation, so that the non-contact control or the contactless torque transmission control of the movable assembly is achieved, so that the detachment / coupling device can be detached without impact and noise, and the automatic shift change control without detection is realized, and the driving experience of the vehicle is improved.

[0107] In one possible design, after the movable assembly has moved in the desorption direction to a fully decoupled position of the desorption / coupling device, the further steps include:

[0108] At time t4, the movable assembly, e.g., the driving tooth and the driven tooth, are completely disengaged, and the movable assembly is controlled to continue moving in the disengagement direction, specifically the driving tooth, thereby completing control from the completely disengaged position to the tooth disengagement lock position, and completing the locking control.

[0109] For example, after time t4, the driving teeth and the driven teeth are not in contact with each other, and the torque T F45 cannot be transmitted to the transmission system, so T F45 Although T may be any torque value allowed for the operating conditions, it is preferable to set T F45 =T F34 Or T F45 = 0 nm.

[0110] In one possible design, after controlling the moveable assembly to move from the fully disengaged position to the disengaged locked position, the following steps may further be included:

[0111] By controlling the power supply operation of the first motor, the kinetic energy of the rotor of the first motor is converted into electrical energy and stored in a battery (e.g., the high-voltage battery in FIG. 1) or supplied to other high-voltage components in the vehicle, thereby completing the motor rotation speed adjustment.

[0112] For example, the motor rotation speed adjustment duration (t 56 ) during the time interval, the torque (T F56 By controlling the rotational speed of the rotor of the first motor, the rotational speed of the rotor of the first motor is gradually controlled to zero, and the kinetic energy of the rotor of the first motor is converted into electrical energy and stored in a battery (for example, the high-voltage battery in FIG. 1) or supplied to other high-voltage members of the vehicle. 56 Value of and T F56 The value of is jointly determined by the maximum allowable feedback power of the high-voltage system and the rotor rotation speed of the first motor at time t5.

[0113] T 45 and t 56The torque of the first motor and the torque of the second motor, the rotation speeds of the first motor and the second motor, and the wheel speed / vehicle speed at the motor end within the time interval are as shown in FIGS.

[0114] FIG. 10 is a structural schematic diagram of an automatic shift change control device provided in an embodiment of the present application. As shown in FIG. 10, the automatic shift change control device 400 provided in this embodiment includes: a first control module 401 used to control the vehicle to perform an elastic bleed-off operation in response to a drive switch request, the drive switch request being used to indicate that the vehicle should switch from a four drive force mode to a two drive force mode; A second control module 402 is used for controlling the movable assembly of the vehicle's decoupling / coupling device to perform a position self-adaptation operation when unloading and completing the torque of the vehicle's first motor in the elastic bleed-off operation; and a third control module 403 used to control the engagement direction of the movable assembly and to control the disengagement of the movable assembly when the rotational speed of the movable assembly reaches a steady state during the position self-adaptation operation, and to move the movable assembly in the disengagement direction to a fully disengaged position of the disengagement / coupling device.

[0115] In addition, the automatic shift change control device provided in each of the above embodiments can execute each step in the automatic shift change control method provided in any one of the above embodiments, and the specific implementation manner and technical effects are similar, so the description is omitted here.

[0116] 11 is a structural schematic diagram of an electronic device provided in an embodiment of the present application. As shown in FIG. 11, the electronic device 500 may include a processor 501 and a memory 502 communicably connected to the processor 501.

[0117] The memory 502 is used to store programs. In particular, the programs may include program codes that include computer-executable instructions.

[0118] The memory 502 may include a high-speed RAM memory, and may further include at least one non-volatile memory (NoN-volatile memory), such as a disk memory.

[0119] The processor 501 is used to execute computer executable instructions stored in the memory 502 to implement the automatic gear shift control method.

[0120] Among them, the processor 501 may be a central processing unit (abbreviated as CPU), or may be an application specific integrated circuit (abbreviated as ASIC), or may be one or more integrated circuits arranged to implement the embodiments of the present application.

[0121] Alternatively, the memory 502 may be independent or integrated with the processor 501. When the memory 502 is a separate device from the processor 501, the electronic device 500 may further include:

[0122] The bus 503 is used to connect the processor 501 and the memory 502. The bus may be an industry standard architecture (abbreviated as ISA) bus, a peripheral component interconnect (PCI) bus, an extended industry standard architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc., but this does not indicate that there is only one bus or one type of bus.

[0123] Alternatively, in a specific implementation, when the memory 502 and the processor 501 are integrated into one chip, the memory 502 and the processor 501 can complete communication through an internal interface.

[0124] The present application further provides a computer-readable storage medium, which may include a medium capable of storing various program codes, such as a U disk, a portable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and specifically, computer-executable instructions are stored in the computer-readable storage medium, and the computer-executable instructions are used for each step of the method in the above embodiment.

[0125] The present application further provides a computer program product, comprising computer executable instructions, which when executed by a processor, implement the steps of the methods in the above embodiments.

[0126] Other implementations of the present application will be readily apparent to those skilled in the art after consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any modifications, uses, or adaptations of the present invention in accordance with the general principles of the present application, including those within ordinary skill in the art or commonly used techniques not disclosed herein. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the present application being indicated by the following claims.

[0127] It should be understood that the present application is not limited to the exact construction described above and illustrated in the drawings, and various modifications and changes may be made thereto without departing from the scope thereof, which is limited only by the claims.

Claims

1. controlling the vehicle to perform an elastic bleed-off operation in response to a drive switch request, the drive switch request being used to indicate that the vehicle should switch from a four drive force mode to a two drive force mode; when unloading the torque of the first motor of the vehicle and completing the elastic bleed-off operation, controlling a movable assembly of the decoupling / coupling device of the vehicle to perform a position self-adaptation operation; and when the rotational speed of the movable assembly reaches a steady state during the position self-adaptation operation, controlling the engagement direction of the movable assembly and controlling the disengagement of the movable assembly to move the movable assembly in the disengagement direction to a fully disengaged position of the disengagement / coupling device.

2. after the movable assembly has moved in the decoupling direction to a fully decoupling position of the decoupling / coupling device; 2. The method of claim 1, further comprising the step of controlling said movable assembly to move in said disengagement direction from said fully disengaged position to a disengagement locked position.

3. controlling the movable assembly to move from the fully disengaged position to the disengagement lock position; 3. The automatic gear shift control method according to claim 2, further comprising the steps of controlling a rotational speed of a rotor of a first motor of the vehicle to a rotational speed of zero, and converting kinetic energy of the first motor into electrical energy for storage or supply.

4. The step of controlling the vehicle to perform an elastic bleed-off operation in response to a drive transfer request includes: determining elastic unload data, including a torque and an elastic unload time, a first control torque, and a torque of a second motor of the vehicle, based on first driving data of the vehicle in response to the drive switching request; and controlling the vehicle to perform the elastic bleed-off operation based on the first control torque and the torque of the second motor within the torque and elastic unload time. The automatic gear shift control method according to any one of claims 1 to 3, characterized in that the torque of the first motor is unloaded until the first control torque becomes zero in the elastic bleed-off operation, and the operation is completed.

5. The step of controlling the movable assembly of the vehicle detachment / coupling device to perform a position self-adaptation operation includes: determining a self-adaptive control time based on a stiffness of a transmission system and determining a second control torque based on an active damping torque of the first motor; and controlling the movable assembly based on the second control torque during the self-adaptive control time to perform the position self-adaptive operation; 5. The automatic shift change control method according to claim 4, wherein, during the position self-adaptation operation process, the torque of the first motor is the second control torque and the torque of the second motor is a driver-requested torque, and when the position self-adaptation operation ends, the rotation speed of the movable assembly reaches the steady state.

6. The step of controlling the engagement direction of the movable assembly and controlling the separation of the movable assembly includes: controlling an engagement direction of the movable assembly based on a time when the steady state is reached, which is a time when the movable assembly starts to move from a fully engaged position of the detachment / attachment device to a fully disengaged position, and a running state of the vehicle; and after completing the control of the engagement direction, controlling the movable assembly to be separated based on a control end time of the engagement direction and a running state of the vehicle until the movable assembly moves in the detachment direction to a completely detached position of the detachment / coupling device, 6. The method of claim 5, wherein the driving conditions include an accelerating condition, a decelerating condition, and a non-accelerating and non-decelerating condition.

7. The step of controlling the meshing direction of the movable assembly based on the time when the steady state is reached and the running state of the vehicle includes: determining a meshing direction control time based on the time when the steady state is reached, and determining a third control torque based on a running state of the vehicle; controlling an engagement direction of the movable assembly based on the third control torque within the engagement direction control time, 7. The automatic gear shift control method according to claim 6, wherein in the process of controlling the meshing direction, the torque of the first motor is the third control torque, and the torque of the second motor is the driver requested torque.

8. The step of controlling the movable assembly to be separated based on a control end time of the meshing direction and a running state of the vehicle includes: determining a separation control time based on the control end time in the meshing direction and the complete disengagement position; determining a fourth control torque based on a running state of the vehicle; and controlling the movable assembly to separate based on the fourth control torque within the separation control time, 7. The automatic shift change control method according to claim 6, wherein in the process of decoupling and controlling the movable assembly, the torque of the first motor is the fourth control torque, and the torque of the second motor is the driver requested torque.

9. prior to the step of controlling the vehicle to perform an elastic bleed-off operation in response to a drive transfer request; obtaining second driving data of the vehicle and determining a current driving mode of the vehicle based on the second driving data; The automatic shift change control method according to any one of claims 1 to 8, further comprising: if the current drive mode is the four-drive force mode and a request to execute the two-drive force mode is received, generating the drive switching request.

10. The vehicle includes an electric vehicle or a hybrid vehicle, When the vehicle is an electric vehicle, the first motor and the second motor each include a generator; The automatic shift change control method according to any one of claims 1 to 9, characterized in that, when the vehicle is a hybrid vehicle, the first motor includes a generator and the second motor includes an engine.

11. The structure of the coupling / detaching device includes any one of a synchromesh type, a dog gear type, and a clutch type; The automatic gear shift control method according to any one of claims 1 to 10, characterized in that when the structural type is the synchromesh type or the dog gear type, the movable assembly includes a driven tooth and a driving tooth.

12. a first control module adapted to control the vehicle to perform an elastic bleed-off operation in response to a drive switch request, the drive switch request adapted to indicate that the vehicle should switch from a four drive force mode to a two drive force mode; a second control module adapted to control a movable assembly of the vehicle's decoupling / coupling device to perform a position self-adapting operation when unloading and completing the torque of the first motor of the vehicle in the elastic bleed-off operation; and a third control module used for controlling the engagement direction of the movable assembly and for controlling the disengagement of the movable assembly when the rotational speed of the movable assembly reaches a steady state during the position self-adaptation operation, and for moving the movable assembly in the disengagement direction to a fully disengaged position of the disengagement / coupling device.

13. a processor and a memory communicatively connected to the processor; The memory stores computer executable instructions; The electronic device, characterized in that the processor executes computer executable instructions stored in the memory to implement the automatic shift change control method according to any one of claims 1 to 11.

14. 12. A computer-readable storage medium having computer-executable instructions stored thereon, the computer-readable storage medium being used to implement the automatic shift change control method of any one of claims 1 to 11 when the computer-executable instructions are executed by a processor.

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