Vehicle mode switching method and apparatus, system, vehicle, computer program, and readable medium

Abstract

Provided are a vehicle mode switching method and apparatus (300), a system (400), a vehicle (500), a computer program, and a readable medium. When the vehicle (500) is in a direct drive mode, by identifying working condition information of the vehicle (500), it can be accurately determined whether the vehicle (500) meets a mode switching condition for switching from the direct drive mode to a power split mode (S201), and when it is determined that the vehicle (500) meets the mode switching condition, a clutch (102) is kept in an engaged state, and torque adjustment is performed on an engine (101) and a first motor (103) (S202), such that when a first synchronizer (105) meets a gear switching condition, the first synchronizer (105) can be controlled to switch from a coupling gear to a power split gear (S203). That is, the gear shifting operation of the first synchronizer (105) can be completed without engaging or disengaging the clutch (102), thereby shortening the mode switching duration, and improving the dynamic response performance of the vehicle (500) in the mode switching process.

Description

Vehicle mode switching method, device, system, vehicle, computer program and readable medium

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on December 29, 2023, with application number 202311866415.2 and titled “A Vehicle Mode Switching Method, System and Vehicle,” the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of vehicle control technology, and in particular to a vehicle mode switching method, device, system, vehicle, computer program, and computer-readable medium. Background Art

[0003] With the rapid development of the automotive industry and in response to national policies on energy conservation, emission reduction, and carbon neutrality, traditional fuel vehicles are gradually transitioning to hybrid vehicles. To adapt to varying road conditions and driving requirements, hybrid vehicles typically feature multiple driving modes, including direct drive and power split. These modes switch between each other under certain conditions during driving.

[0004] In the prior art, when a vehicle switches from direct-drive mode to power-split mode, it is typically necessary to first open the clutch, then reduce engine torque, and then re-engage the clutch to complete the mode switch. However, due to the clutch opening and closing process, this method suffers from a long mode switch time and untimely engine power response, which in turn affects the vehicle's power response performance during the mode switch. Summary of the Invention

[0005] The embodiments of this application disclose the following technical solutions:

[0006] In a first aspect, an embodiment of the present application provides a vehicle mode switching method, wherein the vehicle includes an engine, a clutch, a first motor, and a transmission; the transmission includes a power split mechanism, a first synchronizer, and a transmission input shaft; the engine is connected to a first input end of the power split mechanism via the clutch, the first motor is connected to a second input end of the power split mechanism, an output end of the power split mechanism is connected to the transmission input shaft, and the first synchronizer is disposed between the first input end and the output end; the method comprises:

[0007] When the vehicle is in a direct drive mode, determining whether the vehicle meets a mode switching condition for switching from the direct drive mode to the power split mode based on the operating condition information of the vehicle;

[0008] When it is determined that the vehicle meets the mode switching condition, keeping the clutch in a closed state and adjusting the torque of the engine and the first motor so that the first synchronizer meets the gear switching condition;

[0009] When the first synchronizer satisfies the gear switching condition, the first synchronizer is controlled to switch from the engagement gear to the power split gear, so that the vehicle switches from the direct drive mode to the power split mode.

[0010] In some embodiments of the present application, the operating condition information includes road condition information and the current remaining power of the power battery;

[0011] The step of determining whether the vehicle satisfies a mode switching condition for switching from a direct drive mode to a power split mode based on the operating condition information of the vehicle includes:

[0012] When the current remaining power is less than a power threshold, determining a current road condition of the vehicle based on the road condition information;

[0013] When the current road condition is a preset road condition, it is determined that the vehicle meets a mode switching condition for switching from a direct drive mode to a power split mode.

[0014] In some embodiments of the present application, the step of adjusting the torque of the engine and the first motor includes:

[0015] When the current motor torque of the first motor is negative, keeping the current motor torque unchanged, and performing torque adjustment on the engine based on the current motor torque;

[0016] In a case where the current motor torque of the first motor is positive torque, the current engine torque of the engine and the current motor torque of the first motor are controlled to follow a preset target torque.

[0017] In some embodiments of the present application, the power split mechanism includes a ring gear, a sun gear, a plurality of planetary gears meshed between the ring gear and the sun gear, and a planetary carrier rotatably connected to the plurality of planetary gears; the planetary carrier is connected to the engine as the first input end, the sun gear is connected to the first motor as the second input end, the ring gear is connected to the transmission input shaft as the output end, and the first synchronizer is disposed between the planetary carrier and the ring gear;

[0018] The step of adjusting the torque of the engine based on the current motor torque includes:

[0019] When the current gear position of the first synchronizer is the engagement gear, determining the speed ratio between the sun gear and the planet carrier to be a first speed ratio;

[0020] determining a target engine torque of the engine based on a current motor torque of the first motor and the first speed ratio;

[0021] Based on a preset torque adjustment gradient, the current engine torque of the engine is controlled to be gradually reduced to the target engine torque.

[0022] In some embodiments of the present application, the step of controlling the current engine torque of the engine and the current motor torque of the first motor to follow a preset target torque includes:

[0023] Based on a preset torque adjustment gradient, the current engine torque of the engine and the current motor torque of the first motor are controlled to be gradually reduced to the target torque.

[0024] In some embodiments of the present application, the vehicle further includes a second motor, and the method further includes:

[0025] determining a compensation torque for the second electric machine based on the current engine torque and the current electric machine torque;

[0026] determining a target driving torque of the second motor based on the compensation torque and a current driving torque of the second motor;

[0027] During the process of torque adjustment of the engine and the first motor, the second motor is controlled to gradually increase the current driving torque to the target driving torque based on the torque adjustment gradient.

[0028] In some embodiments of the present application, after the step of adjusting the torque of the engine based on the current motor torque, the method further includes:

[0029] When a first torque difference between the current engine torque of the engine and the target engine torque is less than a first torque threshold, triggering timing of a first duration during which the first torque difference is less than the first torque threshold;

[0030] When the first duration is greater than a first duration threshold, it is determined that the first synchronizer meets the gear switching condition.

[0031] In some embodiments of the present application, after the step of controlling the current engine torque of the engine and the current motor torque of the first motor to follow a preset target torque, the method further includes:

[0032] When a second torque difference between the current engine torque of the engine and the target torque is smaller than a second torque threshold, triggering timing of a second duration for which the second torque difference is smaller than the second torque threshold;

[0033] When a third torque difference between the current motor torque of the first motor and the target torque is smaller than a third torque threshold, triggering timing of a third duration during which the third torque difference is smaller than the third torque threshold;

[0034] When the second duration is greater than a second duration threshold, and the third duration is greater than a third duration threshold, it is determined that the first synchronizer meets the gear switching condition.

[0035] In a second aspect, an embodiment of the present application provides a vehicle mode switching device, the vehicle comprising an engine, a clutch, a first motor, and a gearbox; the gearbox comprising: a power split mechanism, a first synchronizer, and a gearbox input shaft; the engine being connected to a first input end of the power split mechanism via the clutch; the first motor being connected to a second input end of the power split mechanism; an output end of the power split mechanism being connected to the gearbox input shaft; and the first synchronizer being disposed between the first input end and the output end; the device comprising:

[0036] a condition determination module, configured to determine, when the vehicle is in the direct drive mode, based on the operating condition information of the vehicle, whether the vehicle satisfies a mode switching condition for switching from the direct drive mode to the power split mode;

[0037] a torque adjustment module, configured to, when determining that the vehicle satisfies the mode switching condition, keep the clutch in a closed state and perform torque adjustment on the engine and the first motor so that the first synchronizer satisfies the gear switching condition;

[0038] The gear switching module is used to control the first synchronizer to switch from the engagement gear to the power split gear when the first synchronizer meets the gear switching condition, so as to switch the vehicle from the direct drive mode to the power split mode.

[0039] In some embodiments of the present application, the operating condition information includes road condition information and the current remaining power of the power battery; and the condition determination module includes:

[0040] a road condition determination submodule, configured to determine the current road condition of the vehicle based on the road condition information when the current remaining power is less than a power threshold;

[0041] The condition determination submodule is used to determine that the vehicle meets the mode switching condition for switching from the direct drive mode to the power split mode when the current road condition is a preset road condition.

[0042] In some embodiments of the present application, the torque adjustment module includes:

[0043] a first torque adjustment submodule, configured to, when the current motor torque of the first motor is negative torque, keep the current motor torque unchanged and adjust the torque of the engine based on the current motor torque;

[0044] The second torque regulation submodule is configured to control the current engine torque of the engine and the current motor torque of the first motor to follow a preset target torque when the current motor torque of the first motor is positive torque.

[0045] In some embodiments of the present application, the power split mechanism includes a ring gear, a sun gear, a plurality of planetary gears meshed between the ring gear and the sun gear, and a planetary carrier rotatably connected to the plurality of planetary gears; the planetary carrier is connected to the engine as the first input end, the sun gear is connected to the first motor as the second input end, the ring gear is connected to the transmission input shaft as the output end, and the first synchronizer is disposed between the planetary carrier and the ring gear; the first torque regulation submodule includes:

[0046] a speed ratio determining unit, configured to determine, when the current gear position of the first synchronizer is the engagement gear, the speed ratio between the sun gear and the planet carrier as a first speed ratio;

[0047] an engine torque determination unit, configured to determine a target engine torque of the engine based on a current motor torque of the first motor and the first speed ratio;

[0048] The first torque adjustment unit is configured to control the current engine torque of the engine to gradually decrease to the target engine torque based on a preset torque adjustment gradient.

[0049] In some embodiments of the present application, the second torque adjustment submodule includes:

[0050] The second torque adjustment unit is configured to control the current engine torque of the engine and the current motor torque of the first motor to gradually decrease to the target torque based on a preset torque adjustment gradient.

[0051] In some embodiments of the present application, the vehicle further includes a second motor, and the vehicle mode switching device further includes:

[0052] a compensation torque determination module, configured to determine a compensation torque of the second motor based on the current engine torque and the current motor torque;

[0053] a driving torque determination module, configured to determine a target driving torque of the second motor based on the compensation torque and a current driving torque of the second motor;

[0054] A driving torque control module is configured to control the second motor to gradually increase the current driving torque to the target driving torque based on the torque adjustment gradient during torque adjustment of the engine and the first motor.

[0055] In some embodiments of the present application, the vehicle mode switching device further includes:

[0056] a first timing module, configured to trigger timing of a first duration of time during which a first torque difference between the current engine torque of the engine and the target engine torque is less than a first torque threshold when the first torque difference is less than a first torque threshold;

[0057] The first switching condition determination module is configured to determine that the first synchronizer satisfies the gear switching condition when the first duration is greater than a first duration threshold.

[0058] In some embodiments of the present application, the vehicle mode switching device further includes:

[0059] a second timing module, configured to trigger timing of a second duration of time during which a second torque difference between the current engine torque of the engine and the target torque is less than a second torque threshold when the second torque difference is less than a second torque threshold;

[0060] a third timing module, configured to trigger timing of a third duration during which the third torque difference is less than the third torque threshold when a third torque difference between the current motor torque of the first motor and the target torque is less than a third torque threshold;

[0061] A second switching condition determination module is configured to determine that the first synchronizer satisfies the gear switching condition when the second duration is greater than a second duration threshold and the third duration is greater than a third duration threshold.

[0062] In a third aspect, an embodiment of the present application provides a vehicle mode switching system, wherein the vehicle includes an engine, a clutch, a first motor, and a gearbox; the gearbox includes a power split mechanism, a first synchronizer, and a gearbox input shaft; the engine is connected to the first input end of the power split mechanism through the clutch, the first motor is connected to the second input end of the power split mechanism, the output end of the power split mechanism is connected to the gearbox input shaft, and the first synchronizer is arranged between the first input end and the output end; the system includes a vehicle controller, a gearbox controller, a motor controller, and an engine controller; wherein,

[0063] The vehicle controller is configured to, when the vehicle is in the direct drive mode, determine, based on the operating condition information of the vehicle, whether the vehicle satisfies a mode switching condition for switching from the direct drive mode to the power split mode, and, if it is determined that the vehicle satisfies the mode switching condition, send a clutch state maintaining request to the transmission controller, send an engine torque adjustment request to the engine controller, and send a motor torque adjustment request to the motor controller;

[0064] The transmission controller is configured to maintain the clutch in a closed state in response to the clutch state maintaining request;

[0065] The engine controller is configured to adjust the torque of the engine in response to the engine torque adjustment request, and the motor controller is configured to adjust the torque of the first motor in response to the motor torque adjustment request, so that the first synchronizer meets a gear shift condition;

[0066] The vehicle controller is further configured to send a gear switching request to the transmission controller when the first synchronizer satisfies the gear switching condition;

[0067] The transmission controller is further configured to control the first synchronizer to switch from an engagement gear to a power split gear in response to the gear shift request, so as to switch the vehicle from the direct drive mode to the power split mode.

[0068] In a fourth aspect, an embodiment of the present application provides a vehicle, including the vehicle mode switching system proposed in the third aspect of the present application.

[0069] In a fifth aspect, an embodiment of the present application provides a computer program comprising a computer-readable code, which, when executed on a computing and processing device, causes the computing and processing device to execute the vehicle mode switching method according to any one of the first aspects.

[0070] In a sixth aspect, an embodiment of the present application provides a computer-readable medium in which the computer program described in the fifth aspect is stored.

[0071] Compared with the prior art, this application has the following advantages:

[0072] An embodiment of the present application provides a vehicle mode switching method. By determining whether the vehicle satisfies the mode switching conditions for switching from the direct drive mode to the power split mode based on the vehicle's operating condition information when the vehicle is in the direct drive mode, the method maintains the clutch in a closed state when the vehicle satisfies the mode switching conditions, and performs torque adjustment on the engine and the first motor so that when the first synchronizer satisfies the gear switching conditions, the method controls the first synchronizer to switch from the engagement gear to the power split gear, thereby switching the vehicle from the direct drive mode to the power split mode. By identifying the vehicle's operating condition information, the embodiment of the present application controls the vehicle to automatically switch from the direct drive mode to the power split mode. At the same time, by performing torque adjustment on the engine and the first motor, the method smoothly completes the shifting operation of the first synchronizer without opening or closing the clutch. In this way, the vehicle can switch from the direct drive mode to the power split mode more quickly and smoothly, effectively shortening the mode switching time while meeting the charging requirements of the power battery, enabling the engine to quickly output torque, thereby effectively improving the vehicle's power response performance during the mode switching process.

[0073] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0075] FIG1 is a schematic structural diagram of a hybrid vehicle in an embodiment of the present application.

[0076] FIG2 is a flowchart of the steps of a vehicle mode switching method in an embodiment of the present application.

[0077] FIG3 is a schematic diagram of functional modules of a vehicle mode switching device in an embodiment of the present application.

[0078] FIG4 is a schematic structural diagram of a vehicle mode switching system in an embodiment of the present application.

[0079] FIG5 is a schematic structural diagram of a vehicle in an embodiment of the present application.

[0080] FIG6 is a block diagram schematically illustrating a computing and processing device for executing the method according to the present application in an embodiment of the present application; and

[0081] FIG7 schematically illustrates a storage unit for storing or carrying program codes for implementing the method according to the present application in an embodiment of the present application. Specific embodiments

[0082] To make the purpose, technical solutions, and advantages of the embodiments of this application more clear, the technical solutions in the embodiments of this application will be clearly and completely described below in conjunction with the drawings in the embodiments of this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0083] 1 , which shows a schematic structural diagram of a hybrid vehicle in an embodiment of the present application. The hybrid vehicle is provided with an engine 101, a clutch 102, a first motor 103, and a gearbox on the front axle of the vehicle. The gearbox includes a power splitting mechanism 104, a gearbox input shaft 107, a gearbox output shaft 108, a first synchronizer 105, and a second synchronizer 106. The engine 101 is connected to a first input end of the power splitting mechanism 104 via the clutch 102, the first motor 103 is connected to a second input end of the power splitting mechanism 104, and the output end of the power splitting mechanism 104 is connected to the gearbox input shaft 107.

[0084] The first synchronizer 105 is arranged between the first input end and the output end, and is used to connect or disconnect the first input end and the output end. Specifically, when the first synchronizer 105 is in the engagement gear, the first synchronizer 105 is used to connect the first input end and the output end; when the first synchronizer 105 is in the power diversion gear, the first synchronizer 105 is used to disconnect the first input end and the output end. It should be noted that the first synchronizer 105 is used to control the vehicle to switch between the power diversion mode and other modes, that is, when the first synchronizer 105 is in the power diversion gear, the vehicle can be in the power diversion mode; when the first synchronizer 105 is in the engagement gear, the vehicle can be in other modes other than the power diversion mode, for example, direct drive mode, series mode or pure electric four-wheel drive mode.

[0085] The second synchronizer 106 is disposed between the transmission input shaft 107 and the transmission output shaft 108 and is used to connect or disconnect the transmission input shaft 107 and the transmission output shaft 108. Specifically, when the second synchronizer 106 is in gear, the second synchronizer 106 is used to connect the transmission input shaft 107 and the transmission output shaft 108; when the second synchronizer 106 is in neutral, the second synchronizer 106 is used to disconnect the transmission input shaft 107 and the transmission output shaft 108.

[0086] Furthermore, the gearbox output shaft 108 is also connected to the front axle wheels through the front axle differential 109, and is used to transmit power to the front axle wheels through the front axle differential 109 to drive the front axle of the vehicle; the hybrid vehicle is also provided with a second motor (not shown in the figure) on the rear axle of the vehicle, and the second motor is used to transmit power to the rear axle wheels through the rear axle differential (not shown in the figure) to drive the rear axle of the vehicle.

[0087] The hybrid vehicle using the above architecture is equipped with a power split mechanism 104, which is connected to the engine 101, the first motor 103, and the transmission input shaft 107. This allows the vehicle to have multiple driving modes, including a direct drive mode and a power split mode. Furthermore, by changing the gear position of the first synchronizer 105, the vehicle can switch between different driving modes. Specifically:

[0088] In the power split mode, the first synchronizer 105 is in the power split gear. At this time, the first synchronizer is in the disengaged state, used to disconnect the first input terminal and the output terminal, the second synchronizer 106 is in the gear state, the engine 101 is in the driving state, the clutch 102 is in the closed state, the first motor 103 is in the generating state, and the second motor is in the driving state. At this time, the driving force output by the engine 101 is transmitted to the power split mechanism 104 through the clutch 102 and the first input terminal. The power split mechanism 104 then transmits a portion of the driving force to the first motor 103 through the second input terminal to drive the first motor 103 to generate electricity (the first motor 103 outputs negative torque at this time), and the generated electrical energy is used to charge the power battery; the power split mechanism 104 also transmits another portion of the driving force through the output terminal to the transmission input shaft 107, which is then transmitted by the transmission input shaft 107 to the front axle of the vehicle through the second synchronizer 106, the transmission output shaft 108 and the front axle differential 109 in sequence to drive the vehicle. Among them, the distribution ratio of driving force can be set according to actual needs. That is, in the power diversion mode, part of the output power of the engine 101 is used to drive the first motor 103 to charge the power battery, and the other part of the output power is used to directly drive the vehicle.

[0089] In direct drive mode, the first synchronizer 105 is in the engaged gear, the second synchronizer 106 is in the in-gear state, the engine 101 is in the driving state, the clutch 102 is in the closed state, the first motor 103 is normally in the driving state, and the second motor is in the driving state. At this time, the driving force output by the engine 101 will be transmitted to the transmission input shaft 107 through the first input end, the first synchronizer 105, and the output end of the power split mechanism in sequence, while the driving force output by the first motor 103 will be transmitted to the transmission input shaft 107 through the second input end and the output end of the power split mechanism. The transmission input shaft 107 then transmits this portion of the driving force to the vehicle's front axle through the second synchronizer 106, the transmission output shaft 108, and the front axle differential 109 in sequence, thereby driving the vehicle. Since in direct drive mode, the engine 101 and the first motor 103 can jointly drive the vehicle's front axle, the vehicle's driving force in direct drive mode is generally greater than that in power split mode.

[0090] It can be seen that when the vehicle switches from the direct drive mode to the power split mode, the first synchronizer 105 needs to be switched from the engagement gear to the power split gear.

[0091] In the prior art, when a vehicle switches from direct-drive mode to power-split mode, it is typically necessary to first open clutch 102, then reduce the torque of engine 101. After the torque reduction operation is complete, clutch 102 must be re-engaged to complete the mode switch. However, this approach requires additional control of clutch 102 opening or closing during the mode switch, which, on the one hand, results in a longer switching link and mode switch time. On the other hand, engine 101 must wait for clutch 102 to re-engage before it can output torque, resulting in delayed power response from engine 101, which in turn affects the vehicle's overall power response performance during the mode switch.

[0092] In response to the problem of poor vehicle dynamic response performance when hybrid vehicles switch from direct drive mode to power split mode, the present application aims to provide a vehicle mode switching method, which can control the vehicle to automatically switch from direct drive mode to power split mode by identifying the vehicle's operating condition information, and at the same time, by adjusting the torque of the engine 101 and the first motor 103, it can smoothly complete the shifting operation of the first synchronizer 105 without opening or closing the clutch 102. In this way, the vehicle can switch from direct drive mode to power split mode more quickly and smoothly, effectively shortening the mode switching time while meeting the charging needs of the power battery, allowing the engine 101 to quickly output torque, thereby effectively improving the vehicle's dynamic response performance during the mode switching process.

[0093] 2 , a vehicle mode switching method according to the present invention is shown. The method is applied to a hybrid vehicle using the above-mentioned architecture. The method may include the following steps:

[0094] S201: When the vehicle is in the direct drive mode, determine whether the vehicle meets a mode switching condition for switching from the direct drive mode to the power split mode based on the vehicle's operating condition information.

[0095] It should be noted that the execution entity of this embodiment can be a computing service device with data processing, network communication, and program execution functions, or an electronic device with the above functions, such as a driving computer, an onboard computer, etc., such as an ECU (Electronic Control Unit), a BCM (Body Control Module), or an HCU (Hybrid Control Unit). This embodiment will be described using the HCU as the execution entity. It should be noted that this implementation does not impose specific restrictions on the execution entity of the vehicle.

[0096] In this embodiment, when the vehicle is in direct drive mode, the HCU will obtain the vehicle's operating condition information in real time, and then determine whether the vehicle needs to switch from direct drive mode to power split mode based on the operating condition information.

[0097] In a specific implementation, the operating condition information may include road condition information and the current SOC (State of Charge, also known as the remaining power) of the power battery. The HCU will first determine whether the power battery is in a low power state based on the current SOC. If it is detected that the current remaining power is less than the power threshold, it is determined that the current SOC of the power battery is insufficient to support the vehicle to operate in direct drive mode. At this time, the vehicle can switch to series mode or power split mode to meet the charging needs of the power battery. In order to make the mode switching more accurate, the HCU will further combine the road condition information to determine whether the vehicle needs to switch from direct drive mode to power split mode. If it is determined based on the road condition information that the current road condition of the vehicle is the preset road condition, it is determined that the vehicle meets the mode switching conditions for switching from direct drive mode to power split mode.

[0098] In this embodiment, the road condition information may specifically include the perception results of the perception system on the road surface and the driving status information including the current vehicle speed and current acceleration. Then, the HCU can identify the current road condition of the vehicle by analyzing the perception results and driving status information.

[0099] It should be noted that the preset road condition represents a road condition that requires the vehicle to be in four-wheel drive mode, such as desert road conditions, muddy road conditions and snowy road conditions; since the vehicle is driven in four-wheel drive mode in power split mode, the power split mode is more adaptable to the preset road conditions than the series mode; the power threshold represents the charging balance point of the power battery, for example, it can be set to 20%, that is, when the current SOC of the power battery is less than 20%, it means that the power battery needs to be charged.

[0100] In this embodiment, by analyzing the operating condition information, the vehicle can be controlled to automatically switch from direct drive mode to power split mode, while meeting the charging needs of the power battery, effectively meeting the driver's driving needs under preset road conditions, thereby realizing intelligent switching of vehicle modes.

[0101] S202 : When it is determined that the vehicle meets the mode switching condition, the clutch 102 is kept in a closed state, and torque adjustment is performed on the engine 101 and the first motor 103 so that the first synchronizer 105 meets the gear switching condition.

[0102] In this embodiment, after the HCU determines that the vehicle meets the mode switching conditions for switching from the direct drive mode to the power split mode, it sends a clutch state maintaining request to the transmission controller, so that the transmission controller responds to the clutch state maintaining request and keeps the clutch 102 in a closed state; at the same time, it sends an engine torque adjustment request to the engine controller, so that the engine controller responds to the engine torque adjustment request and adjusts the torque of the engine 101; at the same time, it also sends a motor torque adjustment request to the motor controller, so that the motor controller responds to the motor torque adjustment request and adjusts the torque of the first motor 103.

[0103] It should be noted that when the vehicle switches from direct drive mode to power split mode, the first synchronizer 105 needs to shift from the engagement gear to the power split gear. If the torque applied to the first synchronizer 105 is too large when the first synchronizer 105 shifts gears, it may cause the first synchronizer 105 to fail to shift gears smoothly or be damaged when shifting gears.

[0104] In this embodiment, to prevent the first synchronizer 105 from being unable to smoothly shift gears, torque adjustment is performed on the engine 101 and the first motor 103, so that the torque exerted on the first synchronizer 105 by the engine 101 and the first motor 103 through the power splitter mechanism 104 is relatively low, preferably zero. This allows the torque at the first synchronizer 105 to be reduced to the torque required for shifting gears without disengaging the clutch 102, thereby enabling the first synchronizer 105 to meet the gear shifting conditions.

[0105] S203 : When the first synchronizer 105 meets the gear switching condition, the first synchronizer 105 is controlled to switch from the engagement gear to the power split gear, so that the vehicle switches from the direct drive mode to the power split mode.

[0106] In this embodiment, after detecting that the first synchronizer 105 meets the gear switching conditions, the HCU will send a gear switching request indicating that the target gear is the power split gear to the transmission controller, so that the transmission controller responds to the gear switching request and controls the first synchronizer 105 to switch from the engagement gear to the power split gear.

[0107] In this embodiment, by adjusting the torque of the engine 101 and the first motor 103 , the first synchronizer 105 can perform a gear shift operation when the gear shifting condition is met, thereby effectively ensuring the gear shifting safety of the first synchronizer 105 .

[0108] In this embodiment, after the HCU determines that the first synchronizer 105 has switched to the power split gear, it will set the current driving mode of the vehicle from the direct drive mode to the power split mode, and then control the output torque of the engine 101, the first motor 103 and the second motor according to the torque distribution strategy in the power split mode.

[0109] Specifically, the torque distribution strategy includes a front axle torque distribution strategy and a rear axle torque output strategy, wherein the HCU is used to execute the front axle torque distribution strategy, control the engine 101 to output a first torque with a positive value, and control the first motor 103 to output a second torque with a negative value, so as to charge the power battery while driving the front axle of the vehicle; at the same time, the HCU is also used to execute the rear axle torque output strategy, control the second motor to output a third torque with a positive value, so as to drive the rear axle of the vehicle.

[0110] It should be noted that the first torque is greater than the absolute value of the second torque. Thus, the first torque transmitted from the engine 101 to the power split mechanism 104 can be divided by the power split mechanism 104 into a power generation sub-torque and a driving sub-torque. The power generation sub-torque is equal to the absolute value of the second torque and is transmitted to the first motor 103 via the power split mechanism 104 to drive the first motor 103 to generate electricity, with the generated electricity being used to charge the power battery. The driving sub-torque is the difference between the absolute values ​​of the first and second torques and is transmitted via the power split mechanism 104 to the transmission input shaft 107. The transmission input shaft 107 is then transmitted to the front axle of the vehicle via the second synchronizer 106, the transmission output shaft 108, and the front axle differential 109, thereby driving the vehicle.

[0111] An embodiment of the present application provides a vehicle mode switching method, which performs torque adjustment on the engine 101 and the first motor 103 so that during the vehicle mode switching process, the shifting operation of the first synchronizer 105 can be successfully completed without opening or closing the clutch 102. In this way, the vehicle can switch from the direct drive mode to the power split mode more quickly and smoothly, effectively shortening the mode switching time while enabling the engine 101 to quickly output torque, thereby improving the vehicle's power response performance during the mode switching process.

[0112] In one feasible embodiment, the step of adjusting the torque of the engine 101 and the first motor 103 in S202 may specifically include the following sub-steps:

[0113] S202 - 1 : When the current motor torque of the first motor 103 is a negative torque, the current motor torque is kept unchanged, and the torque of the engine 101 is adjusted based on the current motor torque.

[0114] It should be noted that, in the direct drive mode, the first motor 103 may be in the following two working states: a power generation state and a driving state.

[0115] In the power generation state, the current motor torque of the first motor 103 is negative torque. At this time, the first motor 103 is usually used to adjust the working point of the engine 101 so that the engine 101 can operate in the optimal economic range.

[0116] In the driving state, the current motor torque of the first motor 103 is positive torque. At this time, the driver has a greater power demand and needs the engine 101 and the first motor 103 to drive the vehicle together.

[0117] In this embodiment, corresponding torque regulation strategies are matched to two possible working states of the first motor 103 .

[0118] Specifically, when the HCU determines that the vehicle meets the mode switching conditions, if it detects that the current motor torque of the first motor 103 is negative torque, the current motor torque will be kept unchanged, that is, the first motor 103 will be maintained to charge the power battery, and the engine 101 will be torque adjusted based on the current motor torque.

[0119] In this embodiment, considering that when the clutch 102 is closed, the torque of the engine 101 and the first motor 103 can be applied to the power splitting mechanism 104 at the same time, therefore, by performing torque adjustment on the current engine torque of the engine 101, the torque applied by the engine 101 to the power splitting mechanism 104 can be used to offset the negative torque applied by the first motor 103 to the power splitting mechanism 104, and then the torque of the power splitting mechanism 104 acting on the first synchronizer 105 can be adjusted. In this way, the torque at the first synchronizer 105 can be balanced to the torque required for disengaging the gear without opening the clutch 102 and maintaining the power generation of the first motor 103, so that the first synchronizer 105 meets the gear switching conditions.

[0120] S202 - 2 : When the current motor torque of the first motor 103 is a positive torque, control the current engine torque of the engine 101 and the current motor torque of the first motor 103 to follow a preset target torque.

[0121] In this embodiment, when the HCU determines that the vehicle meets the mode switching conditions, if it detects that the current motor torque of the first motor 103 is positive torque, since the engine 101 cannot offset the torque of the first motor 103 at this time, the HCU will adjust the torque of the engine 101 and the first motor 103 at the same time according to the target torque, so as to reduce the torque jointly applied by the engine 101 and the first motor 103 at the first synchronizer 105 to the torque required for shifting the gear, so that the first synchronizer 105 meets the gear switching conditions.

[0122] In this embodiment, when the current motor torque of the first motor 103 is positive, the engine 101 and the first motor 103 are simultaneously controlled to reduce to the target torque, thereby effectively ensuring the safety of the first synchronizer 105 gear shift. When the current motor torque of the first motor 103 is negative, the first motor 103 is kept in a generating state. This, on the one hand, continuously meets the charging needs of the power battery, and on the other hand, enables the gear shift of the first synchronizer 105 to be achieved by simply adjusting the torque of the engine 101, thereby further improving the gear shift speed while ensuring gear shift safety.

[0123] For example, continuing to refer to Figure 1, the power splitting mechanism 104 may specifically include a ring gear 1041, a sun gear 1042, a plurality of planetary gears 1043 meshed between the ring gear 1041 and the sun gear 1042, and a planetary carrier 1044 rotatably connected to the plurality of planetary gears 1043; the planetary carrier 1044 is connected to the engine 101 as the first input end of the power splitting mechanism 104, the sun gear 1042 is connected to the first motor 103 as the second input end of the power splitting mechanism 104, the ring gear 1041 is connected to the gearbox input shaft 107 as the output end of the power splitting mechanism 104, and the first synchronizer 105 is arranged between the planetary carrier 1044 and the ring gear 1041.

[0124] It should be noted that, in the power diversion mode, the first synchronizer 105 is in the power diversion gear. At this time, the planetary carrier 1044 and the ring gear 1041 are in the disconnected state. The driving force output by the engine 101 will be transmitted to the planetary carrier 1044 through the clutch 102, and the planetary carrier 1044 will transmit part of the driving force in sequence through multiple planetary gears 1043 and the sun gear 1042 to the first motor 103 to drive the first motor 103 to generate electricity for the power battery. At the same time, the planetary carrier 1044 will transmit another part of the driving force in sequence through multiple planetary gears 1043, the ring gear 1041, the gearbox input shaft 107, the second synchronizer 106, the gearbox output shaft 108 and the front axle differential 109 to the front axle of the vehicle to drive the vehicle.

[0125] In direct drive mode, the first synchronizer 105 is in the engaged gear. At this time, the planetary carrier 1044 and the ring gear 1041 are in a locked state. The driving force output by the engine 101 will be transmitted to the transmission input shaft 107 through the planetary carrier 1044, the first synchronizer 105 and the ring gear 1041 in sequence, and the driving force output by the first motor 103 will be transmitted to the transmission input shaft 107 through the sun gear 1042, multiple planetary gears 1043 and the ring gear 1041, that is, the engine 101 and the first motor 103 transmit the driving force to the transmission input shaft 107 together through two different power paths, and then the transmission input shaft 107 transmits this part of the driving force to the front axle of the vehicle through the second synchronizer 106, the transmission output shaft 108 and the front axle differential 109 in sequence to drive the vehicle.

[0126] Based on the above structure, the step of adjusting the torque of the engine 101 based on the current motor torque in S202-1 may specifically include the following sub-steps:

[0127] S202-1-1: When the current gear position of the first synchronizer 105 is the engagement gear, the speed ratio between the sun gear 1042 and the planetary carrier 1044 is determined to be the first speed ratio.

[0128] It should be noted that since the first synchronizer 105 has different gears, the planetary carrier 1044 and the ring gear 1041 have different speed ratios, and the sun gear 1042 has the same speed as the first motor 103, and the planetary carrier 1044 has the same speed as the engine 101. Therefore, based on the current gear of the first synchronizer 105, the speed ratio between the first motor 103 and the engine 101 can be determined.

[0129] In this embodiment, since the current gear position of the first synchronizer 105 is the engagement gear before the gear shift, the HCU determines that the speed ratio between the sun gear 1042 and the planet carrier 1044 is the first speed ratio.

[0130] S202 - 1 - 2 : Determine the target engine torque of the engine 101 based on the current motor torque of the first motor 103 and the first speed ratio.

[0131] In this embodiment, since the speed and torque are inversely proportional, the HCU will keep the current torque of the first motor 103 unchanged, and can reversely calculate the target engine torque of the engine 101 based on the first speed ratio and the current motor torque of the first motor 103.

[0132] S202-1-3: Based on a preset torque adjustment gradient, control the current engine torque of the engine 101 to gradually decrease to the target engine torque.

[0133] In this embodiment, after determining the target engine torque, the HCU activates the torque control mode of the engine controller, so that the engine controller adjusts the current engine torque of the engine 101 to the target engine torque.

[0134] In a specific implementation, the current engine torque of the engine 101 can be controlled to follow the target engine torque according to a preset torque adjustment gradient, wherein the torque adjustment gradient represents the change in torque per unit time, for example, it can be set to 200 N·m / s.

[0135] In this embodiment, by adjusting the torque of the engine 101 according to the torque adjustment gradient, it is possible to avoid excessive torque changes that may affect the driving stability of the vehicle.

[0136] In one feasible embodiment, the step of controlling the current engine torque of the engine 101 and the current motor torque of the first motor 103 to follow the preset target torque in S202-2 may specifically include the following sub-steps:

[0137] S202 - 2 - 1 : Based on a preset torque adjustment gradient, control the current engine torque of the engine 101 and the current motor torque of the first motor 103 to gradually decrease to the target torque.

[0138] It should be noted that the target torque represents the torque at which the first synchronizer 105 can shift from the engaged gear to the power-split gear. Specifically, the target torque can be set based on actual shifting requirements. For example, to maximize the service life of the first synchronizer 105, the target torque can be set to zero; to maximize shifting speed, the target torque can be set to the maximum torque that can achieve shifting; or, alternatively, the target torque can be set to a torque between zero and the maximum torque, thereby increasing shifting speed while also ensuring the service life of the first synchronizer 105 to a certain extent.

[0139] In this embodiment, after determining the target torque, the HCU will activate the torque control mode of the motor controller so that the motor controller adjusts the current motor torque of the first motor 103 to the target torque; at the same time, the HCU will also activate the torque control mode of the engine controller so that the engine controller adjusts the current engine torque of the engine 101 to the target torque.

[0140] In a specific implementation, the current engine torque of the engine 101 and the current motor torque of the first motor 103 may gradually reach the target torque according to a preset torque adjustment gradient.

[0141] In this embodiment, by adjusting the torque of the engine 101 and the first motor 103 according to the torque adjustment gradient, it is possible to avoid a drastic change in torque that affects the driving stability of the vehicle.

[0142] For example, after the step of adjusting the torque of the engine 101 based on the current motor torque, the vehicle mode switching method may further include the following steps:

[0143] S301 : When a first torque difference between the current engine torque of the engine 101 and the target engine torque is smaller than a first torque threshold, timing of a first duration during which the first torque difference is smaller than the first torque threshold is triggered.

[0144] It should be noted that when the current motor torque of the first motor 103 is negative torque, that is, when the first motor 103 is in a power generation state, it is only necessary to adjust the torque of the engine 101.

[0145] In this embodiment, while adjusting the torque of engine 101, the HCU obtains the current engine torque from the engine controller in real time. Upon detecting that a first torque difference between the current engine torque and the target engine torque is less than a first torque threshold, the HCU uses a first timer to accumulate a first duration. Based on the first duration, the HCU determines whether engine 101 is operating stably at the target engine torque. The first torque threshold can be set to 5 N·m; the first duration represents the duration of time during which engine 101 continues to operate stably near the target engine torque.

[0146] S302 : When the first duration is greater than a first duration threshold, determine that the first synchronizer 105 meets a gear switching condition.

[0147] In this embodiment, if the HCU detects that the first duration is greater than the first duration threshold, it is considered that the engine 101 is stably running near the target engine torque and the torque fluctuation amplitude of the engine 101 is small, and then it is determined that the first synchronizer 105 meets the gear switching condition.

[0148] In this embodiment, by monitoring the first duration, it is possible to effectively avoid controlling the first synchronizer 105 to perform a gear shifting operation when abnormal torque fluctuation occurs in the engine 101, thereby ensuring that the first synchronizer 105 can shift gears smoothly.

[0149] In one feasible embodiment, after the step of controlling the current engine torque of the engine 101 and the current motor torque of the first motor 103 to follow the preset target torque, the vehicle mode switching method may further include the following steps:

[0150] S401: When a second torque difference between the current engine torque of the engine 101 and the target torque is less than a second torque threshold, triggering timing of a second duration for which the second torque difference is less than the second torque threshold;

[0151] It should be noted that when the current motor torque of the first motor 103 is positive torque, that is, when the first motor 103 is in a driving state, it is necessary to simultaneously control the engine 101 and the first motor 103 to reduce to the target torque.

[0152] In this embodiment, during the process of torque regulation of the engine 101, the HCU will obtain the current engine torque fed back in real time by the engine controller, and then, when it detects that the second torque difference between the current engine torque and the target torque is less than the second torque threshold, the second timer is triggered to accumulate timing for the second duration, and then based on the second duration, it is determined whether the engine 101 is stably operating near the target torque.

[0153] S402: triggering timing of a third duration of the third torque difference being less than the third torque threshold when a third torque difference between the current motor torque of the first motor 103 and the target torque is less than a third torque threshold;

[0154] In this embodiment, during the process of torque regulation of the first motor 103, the HCU will also obtain the current motor torque of the first motor 103 fed back in real time by the motor controller, and then, when it detects that the third torque difference between the current motor torque and the target torque is less than the third torque threshold, the third timer is triggered to accumulate timing for the third duration, and then based on the third duration, it is determined whether the first motor 103 is stably operating near the target torque.

[0155] S403 : When the second duration is greater than the second duration threshold, and the third duration is greater than the third duration threshold, it is determined that the first synchronizer 105 meets the gear switching condition.

[0156] In this embodiment, if the HCU detects that the second duration and the third duration are both greater than their respective corresponding duration thresholds, it is considered that the engine 101 and the first motor 103 are both operating stably near the target torque, and further determines that the first synchronizer 105 has met the gear switching conditions.

[0157] In this embodiment, by monitoring the second duration and the third duration, it is possible to effectively avoid controlling the first synchronizer 105 to perform a gear shifting operation when there is abnormal torque fluctuation in the engine 101 or the first motor 103, thereby ensuring that the first synchronizer 105 can shift gears smoothly.

[0158] Exemplarily, the vehicle further includes a second motor, and the vehicle mode switching method may further include the following steps:

[0159] S501 : Determine a compensation torque of the second motor based on the current engine torque and the original motor torque.

[0160] In this embodiment, considering that no matter the first motor 103 is in the driving state or the generating state, the front axle torque will continue to decrease during the torque adjustment of the engine 101 and the first motor 103, in order to ensure the power demand of the whole vehicle during the mode switching process, torque compensation will be performed by the second motor.

[0161] In a specific implementation, the sum of the current engine torque and the current motor torque can be determined as the compensation torque of the second motor. It should be noted that the current engine torque represents the engine torque before torque adjustment is performed on the engine 101 and the first motor 103; the current motor torque represents the motor torque before torque adjustment is performed on the engine 101 and the first motor 103.

[0162] For example, when the HCU determines that the vehicle meets the mode switching conditions, if it detects that the current engine torque is 800 N·m and the current motor torque is -300 N·m, the compensation torque of the second motor is 500 N·m.

[0163] In another example, when the HCU determines that the vehicle meets the mode switching conditions, if it detects that the current engine torque is 400 N·m and the current motor torque is 200 N·m, the compensation torque of the second motor is 600 N·m.

[0164] S502 : Determine a target driving torque of the second motor based on the compensation torque and the original driving torque of the second motor.

[0165] In this embodiment, the HCU will further add the compensation torque on the basis of the current driving torque of the second motor to obtain the target driving torque of the second motor, so that the second motor can supplement the reduced torque of the front axle of the vehicle at the rear axle of the vehicle.

[0166] S503 : During the process of torque adjustment of the engine 101 and the first motor 103 , the second motor 103 is controlled to gradually increase its driving torque from the current driving torque to the target driving torque based on the torque adjustment gradient.

[0167] In this embodiment, during the process of performing torque adjustment on the engine 101 and the first motor 103 according to the torque adjustment gradient, the HCU will also synchronously control the second motor to perform torque compensation according to the same torque adjustment gradient.

[0168] In one example, the torque adjustment gradient is set to 200 N·m / s. When the HCU determines that the vehicle meets the mode switching conditions, if it detects that the torque output by the engine 101 is 800 N·m, the original motor torque output by the first motor 103 is -300 N·m, and the original drive torque output by the second motor is 400 N·m, the HCU will maintain the output of the first motor 103 at -300 N·m and control the engine 101 to gradually decrease from 800 N·m to 300 N·m according to the torque adjustment gradient of 200 N·m / s. At the same time, the compensation torque of the second motor is calculated to be 500 N·m, and the target drive torque is 900 N·m. Then, the HCU synchronously controls the second motor to gradually increase from 400 N·m to 900 N·m according to the torque adjustment gradient of 200 N·m / s.

[0169] In another example, the torque adjustment gradient is set to 200N·m / s, and the target torque is set to 0N·m. If the HCU detects that the engine 101 outputs 400N·m, the first motor 103 outputs 200N·m, and the second motor outputs 400N·m, and then detects that the vehicle meets the mode switching request, the HCU will control the engine 101 to gradually decrease from 800N·m to 0N·m according to the torque adjustment gradient of 200N·m / s, and control the first motor 103 to gradually increase from -300N·m to 0N·m; at the same time, the compensation torque of the second motor is calculated to be 600N·m, and the target drive torque is 1000N·m, and then synchronously control the second motor to gradually increase from 400N·m to 1000N·m according to the torque adjustment gradient of 200N·m / s.

[0170] In this embodiment, torque compensation is performed by the second motor so that during the mode switching process, regardless of whether the first motor 103 is in the power generation state or the driving state, the power performance of the entire vehicle can remain consistent, thereby effectively meeting the driver's power needs during the mode switching process, while avoiding unexpected deceleration or jerking of the vehicle.

[0171] In a second aspect, based on the same inventive concept, with reference to FIG3 , an embodiment of the present application provides a vehicle mode switching device 300 , wherein the vehicle includes an engine 101 , a clutch 102 , a first motor 103 , and a gearbox; the gearbox includes a power splitting mechanism 104 , a gearbox input shaft 107 , a gearbox output shaft 108 , a first synchronizer 105 , and a second synchronizer 106 ; the engine 101 is connected to a first input end of the power splitting mechanism 104 via the clutch 102 , the first motor 103 is connected to a second input end of the power splitting mechanism 104 , the output end of the power splitting mechanism 104 is connected to the gearbox input shaft 107 , the second synchronizer 106 is disposed between the gearbox input shaft 107 and the gearbox output shaft 108 , and the first synchronizer 105 is disposed between the first input end and the output end; the vehicle mode switching device 300 includes:

[0172] a condition determination module 301 for determining, when the vehicle is in direct drive mode, whether the vehicle satisfies a mode switching condition for switching from the series mode to the power split mode based on the vehicle's operating condition information;

[0173] The torque adjustment module 302 is configured to maintain the clutch 102 in a closed state and adjust the torque of the engine 101 and the first motor 103 so that the first synchronizer 105 meets the gear switching condition when it is determined that the vehicle meets the mode switching condition;

[0174] The gear switching module 303 is used to control the first synchronizer 105 to switch from the engagement gear to the power split gear when the first synchronizer 105 meets the gear switching condition, so as to switch the vehicle from the direct drive mode to the power split mode;

[0175] In one embodiment of the present application, the operating condition information, road condition information, and the current remaining power of the power battery; the condition determination module 301 includes:

[0176] The road condition determination submodule is used to determine the current road condition of the vehicle based on the road condition information when the current remaining power is less than the power threshold.

[0177] The condition determination submodule is used to determine whether the vehicle meets the mode switching conditions for switching from the direct drive mode to the power split mode when the current road condition is the preset road condition.

[0178] In one embodiment of the present application, the torque adjustment module 302 includes:

[0179] a first torque adjustment submodule, configured to maintain the current motor torque unchanged when the current motor torque of the first motor 103 is negative torque, and to adjust the torque of the engine 101 based on the current motor torque;

[0180] The second torque regulation submodule is configured to control the current engine torque of the engine 101 and the current motor torque of the first motor 103 to follow a preset target torque when the current motor torque of the first motor 103 is a positive torque.

[0181] In one embodiment of the present application, the power split mechanism 104 includes a ring gear 1041, a sun gear 1042, a plurality of planetary gears 1043 meshed between the ring gear 1041 and the sun gear 1042, and a planetary carrier 1044 rotatably connected to the plurality of planetary gears 1043; the planetary carrier 1044 is connected to the engine 101 as a first input end, the sun gear 1042 is connected to the first motor as a second input end, the ring gear 1041 is connected to the transmission input shaft 107 as an output end, and the first synchronizer 105 is disposed between the planetary carrier 1044 and the ring gear 1041; the first torque regulation submodule includes:

[0182] a speed ratio determining unit, configured to determine, when the current gear position of the first synchronizer 105 is the engaged gear, that the speed ratio between the sun gear 1042 and the planet carrier 1044 is the first speed ratio;

[0183] an engine torque determination unit, configured to determine a target engine torque of the engine 101 based on a current motor torque of the first motor 103 and the first speed ratio;

[0184] The first torque adjustment unit is configured to control the current engine torque of the engine 101 to gradually decrease to a target engine torque based on a preset torque adjustment gradient.

[0185] In some embodiments of the present application, the second torque adjustment submodule includes:

[0186] The second torque adjustment unit is configured to control the current engine torque of the engine 101 and the current motor torque of the first motor 103 to gradually decrease to a target torque based on a preset torque adjustment gradient.

[0187] In some embodiments of the present application, the vehicle further includes a second motor, and the vehicle mode switching device further includes:

[0188] a compensation torque determination module, configured to determine a compensation torque for the second motor based on the current engine torque and the original motor torque;

[0189] a driving torque determination module for determining a target driving torque of the second motor based on the compensation torque and the original driving torque of the second motor;

[0190] The driving torque control module is used to control the second motor to gradually increase the current driving torque to the target driving torque based on a preset torque adjustment gradient during the process of torque adjustment of the engine 101 and the first motor 103 .

[0191] In one embodiment of the present application, the vehicle mode switching device 300 further includes:

[0192] a first timing module, configured to trigger timing of a first duration of time during which the first torque difference is less than the first torque threshold when a first torque difference between the current engine torque of the engine 101 and the target engine torque is less than a first torque threshold;

[0193] The first switching condition determination module is configured to determine that the first synchronizer 105 meets a first gear switching condition when the first duration is greater than a first duration threshold.

[0194] In one embodiment of the present application, the speed adjustment module 300 includes:

[0195] a second timing module, configured to trigger timing of a second duration of time during which the second torque difference is less than the second torque threshold when a second torque difference between the current engine torque of the engine 101 and the target torque is less than a second torque threshold;

[0196] a third timing module, configured to trigger timing of a third duration of time during which the third torque difference is less than the third torque threshold when a third torque difference between the current motor torque of the first motor 103 and the target torque is less than a third torque threshold;

[0197] The second switching condition determination module is configured to determine that the first synchronizer 105 meets the gear switching condition when the second duration is greater than the second duration threshold and the third duration is greater than the third duration threshold.

[0198] It should be noted that the specific implementation of the vehicle mode switching device 300 in the embodiment of the present application refers to the specific implementation of the vehicle mode switching method proposed in the first aspect of the embodiment of the present application, and will not be repeated here.

[0199] On the third aspect, based on the same inventive concept, with reference to FIG4 , an embodiment of the present application provides a vehicle mode switching system 400 , wherein the vehicle includes an engine 101 , a clutch 102 , a first motor and a gearbox; the gearbox includes a power splitting mechanism 104 , a gearbox input shaft 107 , and a first synchronizer 105 . The engine 101 is connected to the first input end of the power splitting mechanism 104 through the clutch 102 , the first motor 103 is connected to the second input end of the power splitting mechanism 104 , the output end of the power splitting mechanism 104 is connected to the gearbox input shaft 107 , and the first synchronizer 105 is arranged between the first input end and the output end; the vehicle mode switching system 400 includes a vehicle controller 401 , a gearbox controller 402 , a motor controller 403 and an engine controller 404 .

[0200] The vehicle controller 401 is configured to, when the vehicle is in direct drive mode, determine, based on the vehicle's operating condition information, whether the vehicle satisfies a mode switching condition for switching from the series mode to the power split mode; and, if it is determined that the vehicle satisfies the mode switching condition, send a clutch state maintaining request to the transmission controller 402, send an engine torque adjustment request to the engine controller 404, and send a motor torque adjustment request to the motor controller 403;

[0201] The transmission controller 402 is configured to keep the clutch 102 in a closed state in response to the clutch state keeping request;

[0202] The engine controller 404 is used to adjust the torque of the engine 101 in response to the engine torque adjustment request. The motor controller 403 is used to adjust the torque of the first motor 103 in response to the motor torque adjustment request so that the first synchronizer 105 meets the gear shift condition and is in the power generation state.

[0203] The vehicle controller 401 is further configured to send a gear switching request to the transmission controller 402 when the first synchronizer 105 satisfies the gear switching condition;

[0204] The transmission controller 402 is further configured to control the first synchronizer 105 to switch from the engagement gear to the power split gear in response to a gear shift request, so as to switch the vehicle from the direct drive mode to the power split mode.

[0205] It should be noted that the specific implementation of the vehicle mode switching system 400 in the embodiment of the present application refers to the specific implementation of the vehicle mode switching method proposed in the first aspect of the present application, and will not be repeated here.

[0206] In a fourth aspect, based on the same inventive concept, referring to FIG. 5 , an embodiment of the present application provides a vehicle 500 , including the vehicle mode switching system 400 proposed in the third aspect of the present application.

[0207] It should be noted that the specific implementation of the vehicle 500 in the embodiment of the present application refers to the specific implementation of the vehicle mode switching system 400 proposed in the third aspect of the embodiment of the present application, and will not be repeated here.

[0208] The various component embodiments of the present invention can be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. It should be understood by those skilled in the art that a microprocessor or digital signal processor (DSP) can be used in practice to implement some or all of the functions of some or all of the components in the computing processing equipment according to an embodiment of the present invention. The present invention can also be implemented as a device or apparatus program (e.g., a computer program and a computer program product) for executing a part or all of the methods described herein. Such a program implementing the present invention can be stored on a computer-readable medium, or can have the form of one or more signals. Such a signal can be downloaded from an Internet website, or provided on a carrier signal, or provided in any other form.

[0209] For example, FIG6 illustrates a computing device that can implement the method according to the present invention. The computing device typically includes a processor 1010 and a computer program product or computer-readable medium in the form of a memory 1020. Memory 1020 can be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), EPROM, hard disk, or ROM. Memory 1020 has storage space 1030 for program code 1031 for executing any of the method steps described above. For example, storage space 1030 for program code can include individual program codes 1031 for implementing various steps in the method described above. These program codes can be read from or written to one or more computer program products. These computer program products include program code carriers such as hard disks, compact disks (CDs), memory cards, or floppy disks. Such computer program products are typically portable or fixed storage units, as described with reference to FIG7 . This storage unit can have storage segments, storage space, etc. arranged similarly to memory 1020 in the computing device of FIG3X. The program code can, for example, be compressed in a suitable form. Typically, the storage unit includes computer-readable codes 1031 ′, ie, codes that can be read by a processor such as 1010 , which, when executed by a computing device, cause the computing device to perform the steps of the method described above.

[0210] Although preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they become aware of the basic inventive concepts. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present invention.

[0211] Finally, it should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that includes a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or terminal device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or terminal device that includes the element.

Claims

1. A vehicle mode switching method, characterized in that, The vehicle includes an engine, a clutch, a first motor, and a transmission; the transmission includes a power split mechanism, a first synchronizer, and a transmission input shaft. The engine is connected to a first input end of the power split mechanism through the clutch, the first motor is connected to a second input end of the power split mechanism, an output end of the power split mechanism is connected to the transmission input shaft, and the first synchronizer is arranged between the first input end and the output end; the method includes: When the vehicle is in the direct drive mode, based on the working condition information of the vehicle, determine whether the vehicle meets the mode switching condition for switching from the direct drive mode to the power split mode; When it is determined that the vehicle meets the mode switching condition, keep the clutch in a closed state, and perform torque adjustment on the engine and the first motor so that the first synchronizer meets the gear shifting condition; When the first synchronizer meets the gear shifting condition, control the first synchronizer to switch from the engaged gear to the power split gear so that the vehicle switches from the direct drive mode to the power split mode.

2. The vehicle mode switching method according to claim 1, characterized in that The working condition information includes road condition information and the current remaining power of the power battery; The step of determining whether the vehicle meets the mode switching condition for switching from the direct drive mode to the power split mode based on the working condition information of the vehicle includes: When the current remaining power is less than the power threshold, based on the road condition information, determine the current road condition where the vehicle is located; When the current road condition is a preset road condition, determine that the vehicle meets the mode switching condition for switching from the direct drive mode to the power split mode.

3. The vehicle mode switching method according to claim 1, characterized in that The step of performing torque adjustment on the engine and the first motor includes: When the current motor torque of the first motor is a negative torque, keep the current motor torque unchanged, and perform torque adjustment on the engine based on the current motor torque; When the current motor torque of the first motor is a positive torque, control the current engine torque of the engine and the current motor torque of the first motor to follow a preset target torque.

4. The vehicle mode switching method according to claim 3, wherein, The power split mechanism includes a ring gear, a sun gear, a plurality of planet gears meshing between the ring gear and the sun gear, and a planet carrier rotatably connected to the plurality of planet gears; the planet carrier is connected to the engine as the first input end, the sun gear is connected to the first motor as the second input end, the ring gear is connected to the transmission input shaft as the output end, and the first synchronizer is arranged between the planet carrier and the ring gear; The step of performing torque adjustment on the engine based on the current motor torque includes: When the current gear position of the first synchronizer is the engaged gear, determine that the transmission ratio between the sun gear and the planet carrier is a first transmission ratio; Based on the current motor torque of the first motor and the first transmission ratio, determine the target engine torque of the engine; Based on a preset torque adjustment gradient, control the current engine torque of the engine to gradually decrease to the target engine torque.

5. The vehicle mode switching method according to claim 3, wherein The steps of controlling the current engine torque of the engine and the current motor torque of the first motor to follow a preset target torque include: Based on a preset torque adjustment gradient, controlling the current engine torque of the engine and the current motor torque of the first motor to gradually decrease to the target torque.

6. The vehicle mode switching method according to claim 4, characterized in that, After the step of adjusting the torque of the engine based on the current motor torque, the method further includes: When a first torque difference between the current engine torque of the engine and the target engine torque is less than a first torque threshold, triggering a timing for a first duration during which the first torque difference is less than the first torque threshold; When the first duration is greater than a first duration threshold, determining that the first synchronizer meets the gear shifting condition.

7. The vehicle mode switching method according to claim 3, wherein, After the steps of controlling the current engine torque of the engine and the current motor torque of the first motor to follow a preset target torque, the method further includes: When a second torque difference between the current engine torque of the engine and the target torque is less than a second torque threshold, triggering a timing for a second duration during which the second torque difference is less than the second torque threshold; When a third torque difference between the current motor torque of the first motor and the target torque is less than a third torque threshold, triggering a timing for a third duration during which the third torque difference is less than the third torque threshold; When the second duration is greater than a second duration threshold and the third duration is greater than a third duration threshold, determining that the first synchronizer meets the gear shifting condition.

8. The vehicle mode switching method according to claim 3, characterized in that, The vehicle further includes a second motor, and the method further includes: Based on the current engine torque and the current motor torque, determining a compensation torque for the second motor; Based on the compensation torque and the current driving torque of the second motor, determining a target driving torque for the second motor; During the process of adjusting the torque of the engine and the first motor, based on a preset torque adjustment gradient, controlling the second motor to gradually increase from the current driving torque to the target driving torque.

9. A vehicle mode switching device, the vehicle including an engine, a clutch, a first motor, and a gearbox; the gearbox comprising: A power split mechanism, a first synchronizer, and a transmission input shaft. The engine is connected to a first input end of the power split mechanism through the clutch. The first motor is connected to a second input end of the power split mechanism. An output end of the power split mechanism is connected to the transmission input shaft. The first synchronizer is arranged between the first input end and the output end; The device includes: A condition determination module, configured to determine whether the vehicle meets a mode switching condition for switching from a direct drive mode to a power split mode based on the vehicle condition information when the vehicle is in the direct drive mode; A torque adjustment module, configured to keep the clutch in a closed state and adjust the torque of the engine and the first motor to make the first synchronizer meet the gear shifting condition when it is determined that the vehicle meets the mode switching condition; A gear shifting module, configured to control the first synchronizer to shift from an engaged gear to a power split gear when the first synchronizer meets the gear shifting condition, so as to switch the vehicle from the direct drive mode to the power split mode. In some embodiments of the present application, the operating condition information includes road condition information and the current remaining power of the power battery; the condition determination module includes: A road condition determination sub-module, configured to determine the current road condition of the vehicle based on the road condition information when the current remaining power is less than the power threshold. A condition determination sub-module, configured to determine that the vehicle meets the mode switching condition for switching from the direct drive mode to the power split mode when the current road condition is a preset road condition.

10. A vehicle mode switching system, characterized in that, The vehicle includes an engine, a clutch, a first motor, and a gearbox; the gearbox includes a power split mechanism, a first synchronizer, and a gearbox input shaft. The engine is connected to the first input end of the power split mechanism through the clutch, the first motor is connected to the second input end of the power split mechanism, the output end of the power split mechanism is connected to the gearbox input shaft, and the first synchronizer is arranged between the first input end and the output end; the system includes a vehicle controller, a gearbox controller, a motor controller, and an engine controller; wherein, The vehicle controller is configured to determine whether the vehicle meets the mode switching condition for switching from the direct drive mode to the power split mode based on the operating condition information of the vehicle when the vehicle is in the direct drive mode, and when it is determined that the vehicle meets the mode switching condition, send a clutch state holding request to the gearbox controller, send an engine torque adjustment request to the engine controller, and send a motor torque adjustment request to the motor controller; The gearbox controller is configured to keep the clutch in a closed state in response to the clutch state holding request; The engine controller is configured to adjust the torque of the engine in response to the engine torque adjustment request, and the motor controller is configured to adjust the torque of the first motor in response to the motor torque adjustment request, so as to make the first synchronizer meet the gear shifting condition; The vehicle controller is further configured to send a gear shifting request to the gearbox controller when the first synchronizer meets the gear shifting condition; The gearbox controller is further configured to control the first synchronizer to shift from an engaged gear to a power split gear in response to the gear shifting request, so as to switch the vehicle from the direct drive mode to the power split mode.

11. A vehicle, characterized in that, It includes the vehicle mode switching system according to claim 10.

12. A computer program, characterized in that, It includes computer-readable code, which when running on a computing processing device, causes the computing processing device to execute the vehicle mode switching method according to any one of claims 1-8.

13. A computer-readable medium, characterized in that, Wherein a computer program according to claim 12 is stored.

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