Vehicle mode control method, storage medium and vehicle

Abstract

The present application relates to the technical field of vehicles, and provides a vehicle mode control method, a storage medium and a vehicle. In an embodiment of the present application, first, when a vehicle is in a power-split mode, an initial output power of an engine is determined, and a target torque distribution mode is determined on the basis of first working condition information of the vehicle; then, second working condition information corresponding to the target torque distribution mode is acquired, and a target engine torque and a target engine rotating speed of the engine are determined on the basis of the second working condition information and the initial output power; finally, the engine is controlled to operate according to the target engine torque and the target engine rotating speed. An embodiment of the present application, when the vehicle is in the power-split mode, can match an appropriate target torque distribution mode, and calculate a target engine torque and a target engine rotating speed matching a working condition the vehicle is in, so that the engine can meet driving requirements under various working conditions, thereby effectively improving a user's driving experience.

Description

A vehicle mode control method, storage medium, and vehicle

[0001] This application claims priority to Chinese Patent Application No. 202410493097.8, filed on April 23, 2024, entitled “A Vehicle Mode Control Method, Storage Medium and Vehicle”, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle technology, and in particular to a vehicle mode control method, a storage medium, and a vehicle. Background Technology

[0003] With the rapid development of the vehicle industry and in response to national policies on energy conservation, emission reduction, and carbon balance, traditional gasoline vehicles are gradually moving towards hybrid vehicles. Some hybrid vehicles are equipped with a power-split mode to improve fuel efficiency and performance. In power-split mode, part of the engine's power flows to the primary electric motor to generate electricity, and the other part flows to the front axle wheels to drive the vehicle, thus achieving power splitting.

[0004] Currently, when a vehicle is in power-split mode, a single torque distribution mode is typically used to optimize the engine's operating point and control its power output. However, because this approach relies on a single torque distribution mode, the engine struggles to meet the driving needs of users under various operating conditions, thus impacting the driving experience. Summary of the Invention

[0005] This application provides a vehicle mode control method, a storage medium, and a vehicle to solve the problem that the single torque distribution mode in the current power split mode causes the engine to be unable to meet the driving needs of users under various operating conditions.

[0006] To solve the above problems, this application adopts the following technical solution:

[0007] In a first aspect, embodiments of this application provide a vehicle mode control method, the method comprising:

[0008] When the vehicle is in power split mode, the initial output power of the engine is determined, and based on the vehicle's first operating condition information, the target torque distribution mode is determined from among multiple preset torque distribution modes.

[0009] Obtain the second operating condition information corresponding to the target torque distribution mode;

[0010] Based on the second operating condition information and the initial output power, determine the target engine torque and target engine speed;

[0011] Control the engine to operate according to the target engine torque and target engine speed.

[0012] In one embodiment of this application, the step of determining the initial output power of the engine includes:

[0013] Determine the driver's power demand, the power battery's charging demand, and the high-voltage load's load demand.

[0014] The initial output power is determined based on the power demand, charging demand, load demand, and preset compensation power.

[0015] In one embodiment of this application, the multiple torque distribution modes include a four-wheel drive torque distribution mode and a normal torque distribution mode; the first operating condition information includes the vehicle's current driving mode and the functional status of the intelligent escape function of the power split mode;

[0016] Based on the vehicle's initial operating condition information, the steps for determining the target torque distribution mode from multiple preset torque distribution modes include:

[0017] When the current driving mode is the preset mode, or when the function is active, the target torque distribution mode is determined to be the four-wheel drive torque distribution mode; wherein the preset mode includes any of the following: all-wheel drive mode, snow mode, mud mode and sand mode;

[0018] If the current driving mode is not the preset mode and the function is not activated, the target torque distribution mode is set to the normal torque distribution mode.

[0019] In one embodiment of this application, the vehicle includes a power splitting mechanism, a first motor, and a gearbox. The power splitting 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, the sun gear is connected to the first motor, and the ring gear is connected to the input shaft of the gearbox.

[0020] The steps for obtaining the second operating condition information corresponding to the target torque distribution mode include:

[0021] When the target torque distribution mode is the four-wheel drive torque distribution mode, the second operating condition information is determined, including the required torque of the front axle, the first gear ratio between the ring gear and the target wheel, and the gear ratio between the ring gear and the sun gear.

[0022] In one embodiment of this application, the step of determining the target engine torque and target engine speed based on second operating condition information and initial output power includes:

[0023] Based on the required torque of the front axle, the first gear ratio, and the number of gears, the first initial engine torque is determined.

[0024] Determine the engine torque limit value, and based on the torque limit value and the first initial engine torque, determine the target engine torque;

[0025] Based on the target engine torque and initial output power, as well as a preset first mapping relationship, the first initial engine speed is determined; the first mapping relationship characterizes the correspondence between the target engine torque and initial output power and the first initial engine speed.

[0026] The engine speed correction parameters are obtained, and the initial engine speed is corrected based on the speed correction parameters to obtain the target engine speed.

[0027] In one embodiment of this application, the step of determining the first initial engine torque based on the front axle required torque, the first gear ratio, and the gear number ratio includes:

[0028] The ratio of the required torque of the front axle to the first gear ratio is determined as the first ratio.

[0029] The sum of the preset value and the tooth ratio is determined as the first summation;

[0030] The ratio of the first summation to the tooth number ratio is determined as the second ratio.

[0031] The product of the first ratio and the second ratio is determined as the first initial engine torque.

[0032] In one embodiment of this application, the step of determining the target engine torque based on the torque limit value and the first initial engine torque includes:

[0033] If the first initial engine torque is less than or equal to the torque limit value, then the first initial engine torque is determined as the target engine torque;

[0034] Alternatively, in response to the initial engine torque being greater than the torque limit, the torque limit is determined as the target engine torque.

[0035] In one embodiment of this application, the method further includes:

[0036] Determine the required torque for the entire vehicle based on the current accelerator pedal opening;

[0037] Determine the front and rear axle torque distribution ratio based on the current driving mode and current vehicle speed;

[0038] The required torque for the front axle is determined based on the overall vehicle torque demand and the torque distribution ratio between the front and rear axles.

[0039] In one embodiment of this application, the step of determining the torque limit value of the engine includes:

[0040] Determine the first torque limit value based on the engine's maximum torque output capability;

[0041] Determine the second torque limit value based on the current engine speed;

[0042] The smaller of the first torque limit value and the second torque limit value is determined as the torque limit value.

[0043] In one embodiment of this application, the step of obtaining the second operating condition information corresponding to the target torque distribution mode includes:

[0044] When the target torque distribution mode is the normal torque distribution mode, the second operating condition information is determined to include the current atmospheric pressure;

[0045] The steps for determining the target engine torque and target engine speed based on the second operating condition information and the initial output power include:

[0046] Based on the current atmospheric pressure, initial output power, and a preset second mapping relationship, the second initial engine speed is determined; the second mapping relationship characterizes the correspondence between the current atmospheric pressure and initial output power and the second initial engine speed.

[0047] Determine the engine speed limit, and based on the speed limit and the second initial engine speed, determine the target engine speed;

[0048] Based on the target engine speed and initial output power, as well as the preset third mapping relationship, the second initial engine torque is determined; the third mapping relationship characterizes the correspondence between the target engine speed and initial output power and the second initial engine torque.

[0049] The torque correction parameters of the engine are obtained, and the second initial engine torque is corrected based on the torque correction parameters to obtain the target engine torque.

[0050] In one embodiment of this application, the step of determining the target engine speed based on a speed limit value and a second initial engine speed includes:

[0051] In response to the second initial engine speed being less than or equal to the speed limit value, the second initial engine speed is determined as the target engine speed;

[0052] Alternatively, in response to the second initial engine speed being greater than the speed limit value, the speed limit value is determined as the target engine speed.

[0053] In one embodiment of this application, the step of determining the engine speed limit value includes:

[0054] Obtain the coolant temperature of the engine coolant;

[0055] When the coolant temperature is greater than or equal to the temperature threshold, the speed limit value is set to the preset speed.

[0056] When the coolant temperature is below the temperature threshold, the rotational speed limit is determined based on the current remaining charge of the power battery, the minimum battery temperature, and a preset fourth mapping relationship; wherein, the fourth mapping relationship represents the correspondence between the current remaining charge and the minimum battery temperature and the rotational speed limit.

[0057] Secondly, based on the same inventive concept, embodiments of this application provide a vehicle mode control device, which includes a processor, wherein the processor is configured to execute the following program modules stored in a memory:

[0058] The mode determination module is used to determine the initial output power of the engine when the vehicle is in power split mode, and to determine the target torque distribution mode among multiple preset torque distribution modes based on the vehicle's first operating condition information.

[0059] The information acquisition module is used to acquire the second operating condition information corresponding to the target torque distribution mode;

[0060] The parameter determination module is used to determine the target engine torque and target engine speed based on the second operating condition information and the initial output power.

[0061] The engine control module is used to control the engine to operate according to the target engine torque and target engine speed.

[0062] Thirdly, based on the same inventive concept, embodiments of this application provide a computer-readable storage medium having an executable program stored thereon, which, when executed by a processor, implements the vehicle mode control method proposed in the first aspect of this application.

[0063] Fourthly, based on the same inventive concept, embodiments of this application provide a vehicle, including:

[0064] Memory, used to store executable programs;

[0065] processor;

[0066] When the executable program is executed by the processor, the vehicle mode control method proposed in the first aspect of this application is implemented.

[0067] Compared with the prior art, this application has the following advantages:

[0068] This application provides a vehicle mode control method. First, when the vehicle is in power-split mode, the initial output power of the engine is determined. Based on the vehicle's first operating condition information, a target torque distribution mode is determined from a set of preset torque distribution modes. Then, the second operating condition information corresponding to the target torque distribution mode is acquired. Based on the second operating condition information and the initial output power, the target engine torque and target engine speed are determined. Finally, the engine is controlled to operate according to the target engine torque and target engine speed. When the vehicle is in power-split mode, this application can match a suitable target torque distribution mode based on the vehicle's first operating condition information. Furthermore, by specifically acquiring the corresponding second operating condition information and combining it with the engine's initial output power, the target engine torque and target engine speed matching the vehicle's operating condition can be calculated, achieving flexible engine control. This allows the engine to meet the driving needs under various operating conditions, thereby effectively improving the user's driving experience. Attached Figure Description

[0069] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0070] Figure 1 is a schematic diagram of the structure of a hybrid vehicle according to an embodiment of this application.

[0071] Figure 2 is a flowchart of the first step of a vehicle mode control method according to an embodiment of this application;

[0072] Figure 3 is a flowchart of the second step of a vehicle mode control method according to an embodiment of this application;

[0073] Figure 4 is a flowchart of the third step of a vehicle mode control method according to an embodiment of this application;

[0074] Figure 5 is a flowchart of the fourth step of a vehicle mode control method according to an embodiment of this application;

[0075] Figure 6 is a flowchart of the fifth step of a vehicle mode control method in one embodiment of this application;

[0076] Figure 7 is a flowchart of the sixth step of a vehicle mode control method in one embodiment of this application;

[0077] Figure 8 is a schematic diagram of the functional modules of a vehicle mode control device according to an embodiment of this application.

[0078] Figure 9 is a structural schematic diagram of a vehicle according to an embodiment of this application. Detailed Implementation

[0079] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0080] It should be noted that in hybrid vehicles, power splitting, as a complete system design, is a technique designed to effectively distribute the power of the engine and electric motor to the vehicle's drive system in order to maximize fuel efficiency and performance.

[0081] Referring to Figure 1, a schematic diagram of a hybrid vehicle according to an embodiment of this application is shown. The hybrid vehicle has an engine 101, a first motor 102, a power splitter 103, a transmission 104, a front axle differential 105, and front axle wheels 106 connected in sequence on the front axle. The hybrid vehicle also has a second motor 107, a rear axle transmission 108, a rear axle differential 109, and rear axle wheels 110 connected in sequence on the rear axle. The transmission 104 specifically includes a transmission input shaft, a transmission output shaft, and multiple synchronizers. Specifically, the multiple synchronizers include a synchronizer S1 for controlling vehicle mode switching and a synchronizer S0 or synchronizer S2 for engaging or disengaging the transmission input shaft and the transmission output shaft.

[0082] Specifically, synchronizer S1 is used to control the vehicle's switching between power-split mode and other modes. That is, when synchronizer S1 is in the power-split position, the vehicle can be in power-split mode; when synchronizer S1 is in the engaged position, the vehicle can be in other modes besides power-split mode, such as direct drive mode, series mode, or pure electric four-wheel drive mode.

[0083] The hybrid vehicle with the above architecture is equipped with a power split device 103, which is connected to the engine 101, the first motor 102 and the transmission 104, enabling the vehicle to operate in a power split mode.

[0084] Referring again to Figure 1, in power split mode, synchronizer S1 is in power split mode, synchronizer S0 or synchronizer S2 is in neutral mode, engine 101 is in drive mode, first motor 102 is in generator mode, and second motor 107 is in drive mode, generator mode, or stopped mode. At this time, a portion of the driving force output by engine 101 is transmitted to first motor 102 through power split device 103 to drive first motor 102 to generate electricity. The generated electricity is used to charge the power battery or to drive the rear axle wheels 110 by second motor 107. Another portion of the driving force output by engine 101 is transmitted to the transmission input shaft of transmission 104 through power split device 103, and then sequentially transmitted from the transmission input shaft to synchronizer S0, transmission output shaft, and front axle differential 105 to the front axle wheels 106 to drive the vehicle. The distribution ratio of driving force can be set according to actual needs. That is, in the power split mode, part of the output power of engine 101 is used to drive the first motor 102 to generate electricity, and the other part of the output power is used to directly drive the front axle wheels 106.

[0085] In related technologies, when a vehicle is in power-split mode, a torque distribution mode is typically used to control the engine 101 to operate within its optimal efficiency range. This means the second motor 107 is usually only used to adjust the operating point of the engine 101. For example, depending on the engine 101's operating point adjustment requirements, the second motor 107 may be in a driving state (outputting positive torque) and sequentially drive the rear axle wheels 110 through the rear axle transmission 108 and the rear axle differential 109; it may also be in a stopped state (not outputting torque) or a generator state (outputting negative torque) to ensure the engine 101 operates within its optimal efficiency range.

[0086] It is evident that while the traditional torque distribution mode can improve the fuel efficiency of engine 101, the engine may not be able to meet the driving needs of users under certain specific operating conditions. For example, the traditional torque distribution mode determines that the vehicle can operate in the optimal economic range as long as engine 101 drives it. When the vehicle is driving on sandy or muddy roads, if the vehicle is driven solely by the engine according to its original output mode, the driving performance of the vehicle will deteriorate or even become stuck, thus affecting the user's driving experience.

[0087] This application addresses the problem that the single torque distribution mode in current power-split driving systems fails to meet the driving needs of users under various operating conditions. It aims to provide a vehicle mode control method that, when the vehicle is in power-split mode, matches a suitable target torque distribution mode based on the vehicle's first operating condition information. Furthermore, by selectively acquiring relevant second operating condition information and combining it with the engine's initial output power, it can calculate the target engine torque and target engine speed that match the vehicle's current operating condition. This allows the engine to meet the driving needs under various operating conditions, thereby effectively improving the user's driving experience.

[0088] Referring to Figure 2, a vehicle mode control method according to this application is shown, applied to a hybrid vehicle configured with a power split mode. The method includes the following steps:

[0089] S201: When the vehicle is in power split mode, determine the initial output power of the engine, and based on the vehicle's first operating condition information, determine the target torque distribution mode from among multiple preset torque distribution modes.

[0090] It should be noted that the executing entity in 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 vehicle computer, an onboard computer, or an ECU (Electronic Control Unit) or HCU (Hybrid Control Unit). This embodiment will use an HCU as the executing entity for explanation. It should be noted that this embodiment does not impose specific limitations on the executing entity of the vehicle.

[0091] In this embodiment, when the vehicle is operating in a non-power-split mode, such as direct drive, series drive, or pure electric four-wheel drive, the HCU will monitor the vehicle's status information in real time. Based on the status information, it will determine whether the vehicle meets the mode switching conditions for switching from a non-power-split mode to a power-split mode. If the vehicle meets the mode switching conditions, it will control the vehicle to switch from the non-power-split mode to the power-split mode. Different non-power-split modes correspond to different mode switching conditions.

[0092] In one example, when the vehicle is driven in series mode, if the HCU detects that the accelerator pedal opening is greater than the opening threshold, the accelerator pedal change rate is greater than the change rate threshold, and the current remaining charge of the power battery is less than the charge threshold, it indicates that the driver has a need for rapid acceleration when the power battery charge is low. At this time, in order to simultaneously meet the driver's power demand and the power battery's charging demand, the HCU will control the vehicle to automatically switch from series mode to power split mode.

[0093] In another example, when the vehicle is driving in direct drive mode, if the HCU detects that the current remaining battery charge is less than the battery charge threshold, it means that the current SOC of the power battery is insufficient to support the vehicle to operate in direct drive mode. At this time, the HCU will control the vehicle to automatically switch from direct drive mode to power split mode.

[0094] It should be noted that after the vehicle switches to power-split mode, the battery is usually in a low-charge state and unable to drive the motor. In this situation, the engine becomes the vehicle's sole power source. Therefore, the HCU will calculate the engine's initial output power based on the vehicle's driving and power generation needs. It's important to note that this initial output power is not the engine's actual output power, but rather a reference value used to calculate the target engine torque and target engine speed.

[0095] In this embodiment, after the HCU controls the vehicle to switch to power split mode, it will also acquire the vehicle's first operating condition information and, based on this information, match a suitable target torque distribution mode from among several preset torque distribution modes. It should be noted that different torque distribution modes employ different torque distribution strategies to distribute the vehicle's torque to the front and rear axles, providing different driving effects. In other words, different torque distribution modes require the engine to output different torques and / or speeds.

[0096] S202: Obtain the second operating condition information corresponding to the target torque distribution mode.

[0097] In this embodiment, different torque distribution modes correspond to different second operating condition information. By selectively acquiring the second operating condition information corresponding to the target torque distribution mode, the engine's operating parameters, including the target engine torque and target engine speed, can be determined based on the corresponding second operating condition information. This allows the engine to adapt to different operating conditions to achieve different driving effects.

[0098] It should be noted that when determining the engine operating parameters in the target torque distribution mode, the operating parameters of the second motor, namely the rear axle motor, will also be determined, and the second motor will be controlled to work according to the corresponding motor operating parameters in order to meet the drive requirements of the rear axle in a timely manner.

[0099] S203: Based on the second operating condition information and the initial output power, determine the target engine torque and target engine speed.

[0100] In this embodiment, after determining the target torque distribution mode, the target engine torque and target engine speed can be determined by comprehensively considering the corresponding second operating condition information and the initial output power.

[0101] In practical implementation, if the target torque distribution mode prioritizes the vehicle's driving performance, the target engine torque can be calculated first based on the second operating condition information, and then the target engine speed can be determined by combining the target engine torque and the initial output power. If the target torque distribution mode prioritizes the charging needs of the power battery, the target engine speed can be calculated first based on the second operating condition information, and then the target engine torque can be determined by combining the target engine speed and the initial output power.

[0102] It should be noted that, based on the target engine torque and target engine speed, the actual output power of the engine can be calculated according to the following formula: P=T1×N / 9550(1);

[0103] Where P represents the actual output power of the engine, in watts (W); T1 represents the target engine torque, in newton-meters (N·m); and N represents the target engine speed, in revolutions per minute (RPM).

[0104] It should be noted that the engine's actual output power may be the same as or different from the initial output power.

[0105] S204: Control the engine to run according to the target engine torque and target engine speed.

[0106] In a specific implementation, after calculating the target engine torque and the target engine speed, the HCU will generate a torque control request containing the target engine torque and a speed control request containing the target engine speed, and send the torque control request and speed control request to the engine controller, so that the engine controller responds to the torque control request to control the engine to output the target engine torque, and responds to the speed control request to control the engine to output the target engine speed.

[0107] In this embodiment, when the vehicle is in power-split mode, a suitable target torque distribution mode can be matched based on the vehicle's first operating condition information. Then, by specifically acquiring corresponding second operating condition information and combining it with the engine's initial output power, the target engine torque and target engine speed matching the vehicle's operating condition can be calculated, achieving flexible engine control. This allows the engine to meet the driving needs under various operating conditions, thereby effectively improving the user's driving experience.

[0108] In one feasible implementation, referring to Figure 3, the step of determining the initial output power of the engine in S201 may specifically include the following sub-steps:

[0109] S201-1: Determine the driver's power demand, the power battery's charging demand, and the high-voltage load's load demand.

[0110] In practical implementation, for power demand, the HCU can obtain the accelerator pedal opening and determine the driver's power demand based on the accelerator pedal opening; for charging demand, the HCU can determine the difference between the current remaining charge of the power battery and the target remaining charge, and determine the charging demand based on the charge difference and the current vehicle speed; for load demand, the HCU will obtain the rated power of each high-voltage load and determine the sum of the rated power of each high-voltage load as the load demand.

[0111] S201-2: Determine the initial output power based on the power demand, charging demand, load demand, and preset compensation power.

[0112] In this embodiment, after calculating the power demand, charging demand, and load demand, the HCU will sum the above-mentioned demand power and compensation power to determine the initial output power of the engine.

[0113] It should be noted that during the transmission of power from the engine, some power is lost due to mechanical transmission. The compensation power is the power used to compensate for the power loss. This compensation power can be obtained through experimental testing on the vehicle.

[0114] In this embodiment, by comprehensively considering the driver's power requirements, the charging requirements of the power battery, the load requirements of the high-voltage load, and the engine's power loss, the calculated initial output power is more accurate and effective. This ensures that the target engine torque and target engine speed calculated based on the initial output power better match the engine's actual operating requirements.

[0115] In one feasible implementation, the multiple torque distribution modes may specifically include a four-wheel drive torque distribution mode and a normal torque distribution mode. The four-wheel drive torque distribution mode prioritizes vehicle drivability, requiring simultaneous drive torque on both the front and rear axles to maintain the vehicle in four-wheel drive mode. The normal torque distribution mode prioritizes fuel efficiency, requiring the engine to operate within its optimal efficiency range, with the rear axle motor used to adjust the engine's operating point, allowing it to be in drive, stopped, or generator mode as needed. The first operating condition information specifically includes the vehicle's current driving mode and the functional status of the intelligent escape function of the power split mode. The step in S201, based on the vehicle's first operating condition information, to determine the target torque distribution mode from among the preset multiple torque distribution modes, may specifically include the following sub-steps:

[0116] S201-3: When the current driving mode is a preset mode, or when the function is active, determine the target torque distribution mode as a four-wheel drive torque distribution mode; wherein, the preset mode includes any of the following: all-wheel drive mode, snow mode, mud mode and sand mode.

[0117] In this embodiment, the HCU can respond to a user-triggered mode selection operation, controlling the vehicle to switch to a preset mode. Alternatively, it can acquire real-time road condition information while the vehicle is in motion, and then determine whether to switch the current driving mode to the corresponding preset mode based on this information. The road condition information specifically includes driving status information and perception information of the road surface from the sensing system. Driving status information includes, but is not limited to, vehicle wheel speed, vehicle speed, and acceleration information. By comprehensively analyzing the perception results and driving status information, the HCU can accurately identify the current road conditions the vehicle is in.

[0118] In this embodiment, when the current driving mode is the preset mode, it indicates that the driver has a need for four-wheel drive. Therefore, by determining the target torque distribution mode as the four-wheel drive torque distribution mode, the user's driving needs can be effectively met.

[0119] In this embodiment, when the vehicle is operating in power split mode, the HCU will monitor the slip ratio of the front and rear axle wheels in real time. If the front and / or rear wheels of the vehicle are detected to be slipping, the intelligent escape function will be automatically activated. At this time, the HCU can improve the vehicle's road passability by determining the target torque distribution mode as the four-wheel drive torque distribution mode, thereby achieving rapid escape from trouble.

[0120] It should be noted that after the vehicle is freed from its predicament, that is, when it is detected that neither the front nor the rear wheels are slipping, the HCU will switch the intelligent escape function to the inactive state. At this time, the HCU will automatically exit the four-wheel drive torque distribution mode.

[0121] S201-4: If the current driving mode is not the preset mode and the function is not in the active state, determine the target torque distribution mode as the normal torque distribution mode.

[0122] In this embodiment, if the HCU detects that the current driving mode is not the preset mode and the function is not activated, it means that the driver does not need four-wheel drive and the vehicle does not need to get out of trouble. At this time, the target torque distribution mode will be determined to be the normal torque distribution mode to ensure the engine's economic performance.

[0123] In this embodiment, the HCU can flexibly switch between the four-wheel drive torque distribution mode and the normal torque distribution mode by monitoring the first operating condition information in real time, thereby achieving flexible control of the engine.

[0124] In one feasible implementation, the vehicle includes a power splitting mechanism, a first motor, and a gearbox. The power splitting 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, the sun gear is connected to the first motor, and the ring gear is connected to the input shaft of the gearbox.

[0125] It should be noted that, continuing to refer to Figure 1, in power split mode, synchronizer S1 is in the power split position. At this time, the planetary carrier and the ring gear are in the disengaged state. The driving force output by the engine will be transmitted to the planetary carrier through the clutch. The planetary carrier will transmit a part of the driving force to the first motor in sequence through multiple planetary gears and the sun gear to drive the first motor to charge the power battery. At the same time, the planetary carrier will transmit another part of the driving force to the front axle of the vehicle in sequence through multiple planetary gears, the ring gear, the transmission input shaft, synchronizer S0, the transmission output shaft and the front axle differential to drive the front axle of the vehicle.

[0126] Based on the above structure, referring to Figure 4, S202 may specifically include the following sub-steps:

[0127] S202-A: When the target torque distribution mode is four-wheel drive torque distribution mode, determine the second operating condition information including the required torque of the front axle, the first gear ratio between the ring gear and the target wheel, and the gear ratio between the ring gear and the sun gear.

[0128] In this embodiment, after determining that the target torque distribution mode is a four-wheel drive torque distribution mode, the HCU calculates the required torque for the front axle and the required torque for the rear axle in order to enable the front and rear axles of the vehicle to output drive torque simultaneously. The required torque for the front axle is the torque for the vehicle's front axle, representing the driving force that the front axle wheels need to provide to the front axle; the required torque for the rear axle is the torque for the vehicle's rear axle, representing the driving force that the rear axle wheels need to provide to the rear axle.

[0129] In practice, during vehicle operation, the HCU will collect the current accelerator pedal opening triggered by the driver in real time, and then calculate the required torque of the whole vehicle based on the current accelerator pedal opening; then determine the torque distribution ratio between the front and rear axles based on the current driving mode and the current vehicle speed; and finally determine the required torque of the front axle based on the required torque of the whole vehicle and the torque distribution ratio between the front and rear axles.

[0130] Specifically, the front and rear axle torque distribution ratios include the front axle torque distribution ratio and the rear axle torque distribution ratio. Then, based on the product of the vehicle's required torque and the front axle torque distribution ratio, the required torque for the front axle and the required torque for the rear axle can be calculated.

[0131] It should be noted that the required torque for the whole vehicle represents the sum of the driving torque that the front axle and the rear axle of the vehicle need to provide, and is used to characterize the magnitude of the torque that the driver expects the vehicle to output.

[0132] It's important to clarify that, unlike drive systems such as power split mode, series mode, pure electric mode, and direct drive mode, driving modes refer to settings that alter the throttle output ratio and shift timing to suit the driver's driving style and enhance driving pleasure. In different driving modes, the vehicle adjusts the steering, transmission, engine, suspension responses, and the timing and intensity of electronic stability program intervention based on pre-defined system parameters. For example, driving modes may include, but are not limited to, Eco mode, Sport mode, Normal mode, All-wheel drive mode, Snow mode, Mud mode, and Sand mode.

[0133] In this embodiment, the HCU pre-stores a first MAP table representing the relationship between different driving modes and different basic torque distribution ratios, and a second MAP table representing the relationship between different vehicle speeds and different correction parameters.

[0134] In the specific implementation, after obtaining the current driving mode, the HCU will first look up the first MAP table to determine the basic torque distribution ratio corresponding to the current driving mode; then look up the second MAP table to determine the target correction parameter corresponding to the current vehicle speed; finally, based on the target correction parameter, the basic torque distribution ratio will be corrected to obtain the front and rear axle torque distribution ratio.

[0135] In this embodiment, by comprehensively considering the current driving mode and the current vehicle speed, the accurate calculation of the torque distribution ratio between the front and rear axles can be achieved, thereby effectively meeting the driver's four-wheel drive needs under different driving modes and different vehicle speeds.

[0136] In its implementation, to accurately calculate the first gear ratio between the gear ring and the target wheel, the HCU determines the second gear ratio between the input and output shafts of the transmission based on the current gear position. Then, combining this with the third gear ratio corresponding to the front axle differential, it calculates the first gear ratio between the target wheel and the gear ring. Here, the target wheel refers to the wheel connected to the engine; if the engine is located on the front axle, the target wheel is the front axle wheel.

[0137] It should be noted that the HCU pre-stores the number of teeth on the ring gear and the number of teeth on the sun gear, and can then calculate the tooth ratio between the ring gear and the sun gear based on the number of teeth on the ring gear and the sun gear.

[0138] Referring to Figure 5, based on the second operating condition information described above, S203 may specifically include the following sub-steps:

[0139] S203-A1: Based on the required torque of the front axle, the first gear ratio, and the gear ratio, determine the first initial engine torque, specifically including:

[0140] The ratio of the required torque of the front axle to the first gear ratio is determined as the first ratio.

[0141] The sum of the preset value and the tooth ratio is determined as the first summation, where the preset value is a preset calculation parameter, for example, the preset value is 1.

[0142] The ratio of the first summation to the tooth number ratio is determined as the second ratio.

[0143] The product of the first ratio and the second ratio is determined as the first initial engine torque.

[0144] For example, let T3 represent the first initial engine torque, T2 represent the required torque of the front axle, ig represent the first gear ratio between the target wheel and the ring gear, and K represent the gear ratio between the ring gear and the sun gear, with a preset value of 1. The process for determining the first initial engine torque can be as follows:

[0145] The ratio of the required torque T3 of the front axle to the first gear ratio ig is determined as the first ratio.

[0146] The sum of the preset value (i.e., 1) and the gear ratio K, i.e., 1+K, is determined as the first summation;

[0147] The ratio of the first sum (i.e., 1+K) to the tooth ratio K is determined as the second ratio.

[0148] The product of the first ratio and the second ratio is determined as the first initial engine torque.

[0149] In practical implementation, the first initial engine torque can also be calculated directly using the following formula:

[0150] Where T3 represents the first initial engine torque, T2 represents the required torque of the front axle, ig represents the first gear ratio between the target wheel and the ring gear, and K represents the gear ratio between the ring gear and the sun gear.

[0151] S203-A2: Determine the engine torque limit and, based on the torque limit and the first initial engine torque, determine the target engine torque.

[0152] In this embodiment, to ensure the safety of the engine's torque output and avoid damage caused by excessive engine torque, the HCU will use the engine's torque limit value to limit the engine's initial torque in order to obtain the target engine torque.

[0153] In a specific implementation, if the first initial engine torque is less than or equal to the torque limit value, then the first initial engine torque is determined as the target engine torque; if the first initial engine torque is greater than the torque limit value, then the torque limit value is determined as the target engine torque.

[0154] In this embodiment, the torque limit value of the engine can be determined by the following steps: determining a first torque limit value based on the engine's maximum torque output capability; determining a second torque limit value based on the engine's current engine speed; and determining the smaller value between the first torque limit value and the second torque limit value as the torque limit value.

[0155] It should be noted that the second torque limit is a calibrated value related to the current engine speed. For example, when the current engine speed is within the preset high-efficiency range, the second torque limit can increase as the current engine speed increases; when the current engine speed exceeds the critical speed, in order to avoid exceeding vehicle emission standards, the second torque limit can decrease as the current engine speed increases.

[0156] S203-A3: Determine the first initial engine speed based on the target engine torque, initial output power, and a preset first mapping relationship.

[0157] In this embodiment, in order to decouple the target engine torque and target engine speed from the initial output power and make the actual operating parameters of the engine more accurate, the first initial engine speed will no longer be solved according to formula (1), but will be solved according to the preset calibrated first mapping relationship.

[0158] It should be noted that the first mapping relationship characterizes the correspondence between the target engine torque and initial output power and the first initial engine speed.

[0159] S203-A4: Obtain the engine speed correction parameters, and based on the speed correction parameters, correct the first initial engine speed to obtain the target engine speed.

[0160] In practice, the speed correction parameters may include NVH (Noise, Vibration, and Harshness) correction parameters, idle speed control correction parameters, catalyst heating correction parameters, engine speed limit and motor speed limit.

[0161] In this embodiment, the NVH correction parameters can be determined based on the current vehicle speed and the current throttle opening; the idle speed control correction parameters can be determined based on the coolant temperature and the ambient temperature; the catalyst heating correction parameters are correction parameters that exist when the catalyst heating function is activated. If the catalyst heating function is not activated, the catalyst heating correction parameters are not considered; the upper limit of engine speed and the upper limit of motor speed are determined based on the speed capabilities of the engine and the motor, respectively.

[0162] In this embodiment, the HCU corrects the initial engine speed by using speed correction parameters, thereby obtaining a more accurate and reasonable target engine speed while ensuring drive safety.

[0163] In one feasible implementation, referring further to Figure 4, S202 may also include the following sub-steps:

[0164] S202-B: When the target torque distribution mode is normal torque distribution mode, determine the second operating condition information including the current atmospheric pressure.

[0165] In this embodiment, considering that the engine's power originates from the pressure generated by the combustion of fuel and air in the combustion chamber, and that the amount of air intake is related to atmospheric pressure—specifically, to maintain the same combustion efficiency, the lower the atmospheric pressure, the more air needs to be intake—the HCU, after determining that the target torque distribution mode is the normal torque distribution mode, will acquire the current atmospheric pressure and calculate the engine's operating parameters based on that pressure to ensure the engine's operating efficiency under normal torque distribution mode.

[0166] Referring to Figure 6, based on the second operating condition information described above, S203 may specifically include the following sub-steps:

[0167] S203-B1: Determine the second initial engine speed based on the current atmospheric pressure, initial output power, and a preset second mapping relationship.

[0168] In this embodiment, the second mapping relationship is a pre-calibrated two-dimensional table characterizing the relationship between the current atmospheric pressure and initial output power and the second initial engine speed. That is, based on the current atmospheric pressure and initial output power, the second initial engine speed can be obtained by looking up the table.

[0169] S203-B2: Determine the engine speed limit and, based on the speed limit and a second initial engine speed, determine the target engine speed.

[0170] In this embodiment, to ensure the safe output speed of the engine and avoid damage caused by excessive engine speed, the HCU will use the engine speed limit value to limit the second initial engine speed to obtain the target engine speed.

[0171] In a specific implementation, if the second initial engine speed is less than or equal to the speed limit value, then the second initial engine speed is determined as the target engine speed; if the second initial engine speed is greater than the speed limit value, then the speed limit value is determined as the target engine speed.

[0172] Referring to Figure 7, in this embodiment, the step of determining the engine speed limit value may include the following sub-steps:

[0173] S203-B2-1: Obtain the coolant temperature of the engine coolant.

[0174] It should be noted that the engine coolant is used to flow through the engine under the drive of the cooling water pump and to cool the engine.

[0175] In practice, a temperature sensor can be installed at the outlet of the cooling water pump to collect the coolant temperature of the engine coolant.

[0176] S203-B2-2: When the coolant temperature is greater than or equal to the temperature threshold, the speed limit value is set to the preset speed.

[0177] In this embodiment, if the HCU detects that the coolant temperature is greater than or equal to the temperature threshold, it indicates that the engine operating temperature is high. In this case, to prevent the engine speed from being too high and causing the temperature to rise further, a preset speed limit is set. This preset speed can be obtained through experimental calibration.

[0178] It should be noted that the cooling water pump in this embodiment is an electronic water pump that provides power to the battery. If the cooling water pump is a mechanical water pump that provides power to the engine, in order to ensure the cooling capacity of the cooling water pump, the engine speed cannot be limited even if the coolant temperature is too high. Therefore, the speed limit value can be removed.

[0179] S203-B2-3: When the coolant temperature is below the temperature threshold, the rotational speed limit is determined based on the current remaining charge of the power battery, the lowest battery temperature, and the preset fourth mapping relationship.

[0180] In this embodiment, if the HCU detects that the coolant temperature is lower than a temperature threshold, it will limit the engine speed based on the current remaining charge and the lowest battery temperature to ensure the charging safety of the power battery. The lowest battery temperature is the minimum value among the multiple cell temperatures corresponding to the multiple cells of the power battery.

[0181] It should be noted that the fourth mapping relationship represents the correlation between the current remaining battery power and the minimum battery temperature and the rotation speed limit.

[0182] S203-B3: Determine the second initial engine torque based on the target engine speed, initial output power, and a preset third mapping relationship.

[0183] In this embodiment, in order to decouple the target engine torque and the target engine speed from the initial output power, and to make the actual operating parameters of the engine more accurate, the second initial engine torque will no longer be solved according to formula (1), but will be solved according to the preset calibrated third mapping relationship.

[0184] It should be noted that the third mapping relationship characterizes the correspondence between the target engine speed and initial output power and the second initial engine torque.

[0185] S203-B4: Obtain the engine torque correction parameters, and based on the torque correction parameters, correct the second initial engine torque to obtain the target engine torque.

[0186] In practice, torque correction parameters can include idle speed control correction parameters, air pressure correction parameters, and upper limit of motor speed. The air pressure correction parameters can be determined based on the current atmospheric pressure.

[0187] In this embodiment, the HCU uses torque correction parameters to correct the second initial engine torque, thereby obtaining a more accurate and reasonable target engine torque while ensuring the charging safety of the power battery.

[0188] Secondly, referring to FIG8, based on the same inventive concept, this application provides a vehicle mode control device 300, which includes a processor, wherein the processor is configured to execute the following program modules stored in a memory:

[0189] The mode determination module 301 is used to determine the initial output power of the engine when the vehicle is in power split mode, and to determine the target torque distribution mode among a number of preset torque distribution modes based on the first operating condition information of the vehicle.

[0190] Information acquisition module 302 is used to acquire the second working condition information corresponding to the target torque distribution mode;

[0191] The parameter determination module 303 is used to determine the target engine torque and target engine speed of the engine based on the second operating condition information and the initial output power.

[0192] Engine control module 304 is used to control the engine to operate according to the target engine torque and target engine speed.

[0193] In one embodiment of this application, the pattern determination module 301 includes:

[0194] The first power determination submodule is used to determine the driver's power demand, the power demand for charging the power battery, and the power demand for the high-voltage load.

[0195] The second power determination submodule is used to determine the initial output power based on the power demand, charging demand, load demand, and preset compensation power.

[0196] In one embodiment of this application, the multiple torque distribution modes include a four-wheel drive torque distribution mode and a normal torque distribution mode; the first operating condition information includes the vehicle's current driving mode and the functional status of the intelligent escape function of the power split mode;

[0197] The pattern determination module 301 also includes:

[0198] The first mode determination submodule is used to determine the target torque distribution mode as the four-wheel drive torque distribution mode when the current driving mode is the preset mode or the function is in the active state; wherein the preset mode includes any one of the following: all-wheel drive mode, snow mode, mud mode and sand mode;

[0199] The second mode determination submodule is used to determine the target torque distribution mode as the normal torque distribution mode when the current driving mode is not the preset mode and the function is not in an active state.

[0200] In one embodiment of this application, the vehicle includes a power splitting mechanism, a first motor, and a gearbox. The power splitting 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, the sun gear is connected to the first motor, and the ring gear is connected to the input shaft of the gearbox.

[0201] Information acquisition module 302 includes:

[0202] The first information acquisition submodule is used to determine the second operating condition information, including the required torque of the front axle, the first gear ratio between the ring gear and the target wheel, and the gear ratio between the ring gear and the sun gear, when the target torque distribution mode is a four-wheel drive torque distribution mode.

[0203] In one embodiment of this application, the parameter determination module 303 includes:

[0204] The first initial torque determination submodule is used to determine the first initial engine torque of the engine based on the front axle required torque, the first gear ratio, and the number of gears.

[0205] The first engine torque determination submodule is used to determine the engine torque limit value and, based on the torque limit value and the first initial engine torque, determine the target engine torque.

[0206] The first initial speed determination submodule is used to determine the first initial engine speed of the engine based on the target engine torque and initial output power and a preset first mapping relationship; the first mapping relationship characterizes the correspondence between the target engine torque and initial output power and the first initial engine speed.

[0207] The first engine speed determination submodule is used to obtain the engine speed correction parameters and, based on the speed correction parameters, correct the first initial engine speed to obtain the target engine speed.

[0208] In one embodiment of this application, the first initial torque determination submodule is further configured to determine the ratio of the front axle required torque to the first gear ratio as a first ratio; determine the sum of the preset value and the gear ratio as a first summation; determine the ratio of the first summation to the gear ratio as a second ratio; and determine the product of the first ratio and the second ratio as the first initial engine torque.

[0209] In one embodiment of this application, the first engine torque determination submodule is further configured to determine the first initial engine torque as the target engine torque in response to the first initial engine torque being less than or equal to the torque limit value; or, in response to the first initial engine torque being greater than the torque limit value, determine the torque limit value as the target engine torque.

[0210] In one embodiment of this application, the vehicle mode control device 300 further includes:

[0211] The vehicle torque demand determination module is used to determine the vehicle torque demand based on the current accelerator pedal opening.

[0212] The torque distribution ratio determination module is used to determine the torque distribution ratio between the front and rear axles based on the current driving mode and the current vehicle speed.

[0213] The front axle torque demand determination module is used to determine the front axle torque demand based on the overall vehicle torque demand and the front and rear axle torque distribution ratio.

[0214] In one embodiment of this application, the first engine torque determination submodule includes:

[0215] The first torque limit value determination unit is used to determine the first torque limit value based on the engine's maximum torque output capability;

[0216] The second torque limit value determination unit is used to determine the second torque limit value based on the current engine speed.

[0217] The torque limit value determination unit is used to determine the smaller value between the first torque limit value and the second torque limit value as the torque limit value.

[0218] In one embodiment of this application, the information acquisition module 302 further includes:

[0219] The second information acquisition submodule is used to determine the second operating condition information, including the current atmospheric pressure, when the target torque distribution mode is the normal torque distribution mode.

[0220] The parameter determination module 303 also includes:

[0221] The second initial speed determination submodule is used to determine the second initial engine speed of the engine based on the current atmospheric pressure, the initial output power, and a preset second mapping relationship; the second mapping relationship represents the correspondence between the current atmospheric pressure and the initial output power and the second initial engine speed.

[0222] The second engine speed determination submodule is used to determine the engine speed limit value and, based on the speed limit value and the second initial engine speed, determine the target engine speed.

[0223] The second initial torque determination submodule is used to determine the second initial engine torque of the engine based on the target engine speed and initial output power and a preset third mapping relationship; the third mapping relationship characterizes the correspondence between the target engine speed and initial output power and the second initial engine torque.

[0224] The second engine torque determination submodule is used to obtain the engine torque correction parameters and, based on the torque correction parameters, correct the second initial engine torque to obtain the target engine torque.

[0225] In one embodiment of this application, the second engine speed determination submodule is further configured to determine the second initial engine speed as the target engine speed in response to the second initial engine speed being less than or equal to the speed limit value; or, in response to the second initial engine speed being greater than the speed limit value, determine the speed limit value as the target engine speed.

[0226] In one embodiment of this application, the second engine speed determination submodule includes:

[0227] Coolant temperature acquisition unit, used to acquire the coolant temperature of the engine coolant;

[0228] The first speed determination unit is used to determine the speed limit value as a preset speed when the coolant temperature is greater than or equal to the temperature threshold.

[0229] The second speed determination unit is used to determine the speed limit value based on the current remaining charge of the power battery, the minimum battery temperature, and a preset fourth mapping relationship when the coolant temperature is less than the temperature threshold. The fourth mapping relationship represents the correspondence between the current remaining charge and the minimum battery temperature and the speed limit value.

[0230] It should be noted that the specific implementation of the vehicle mode control device 300 in this application embodiment refers to the specific implementation of the vehicle mode control method proposed in the first aspect of the above-mentioned application embodiment, and will not be repeated here.

[0231] Thirdly, based on the same inventive concept, embodiments of this application provide a computer-readable storage medium having an executable program stored thereon, which, when executed by a processor, implements the vehicle mode control method proposed in the first aspect of this application.

[0232] It should be noted that the specific implementation of the computer-readable storage medium in the embodiments of this application refers to the specific implementation of the vehicle mode control method proposed in the first aspect of the embodiments of this application, and will not be repeated here.

[0233] Fourthly, referring to FIG9, based on the same inventive concept, this application provides a vehicle 400, including:

[0234] Memory 401 is used to store executable programs;

[0235] Processor 402;

[0236] When the executable program is executed by the processor 402, the vehicle mode control method proposed in the first aspect of this application is implemented.

[0237] It should be noted that the specific implementation of the vehicle 400 in this application embodiment refers to the specific implementation of the vehicle mode control method proposed in the first aspect of the above-mentioned application embodiment, and will not be repeated here.

[0238] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, or computer program products. Therefore, embodiments of this application can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of this application can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0239] This application describes embodiments with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of this application. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, create means for implementing the functions specified in one or more blocks of the flowchart illustrations and / or one or more blocks of the block diagrams.

[0240] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means that implement the functions specified in one or more flowcharts and / or one or more block diagrams.

[0241] These computer program instructions may also be loaded onto a computer or other programmable data processing terminal equipment to cause a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, such that the instructions, which execute on the computer or other programmable terminal equipment, provide steps for implementing the functions specified in one or more flowcharts and / or one or more block diagrams.

[0242] Although preferred embodiments of the present application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present application.

[0243] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes the element.

[0244] The present application provides a detailed description of a vehicle mode control method, storage medium, and vehicle. Specific examples have been used to illustrate the principles and implementation methods of the present application. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present application. At the same time, those skilled in the art will recognize that there will be changes in the specific implementation methods and application scope based on the ideas of the present application. Therefore, the content of this specification should not be construed as a limitation of the present application.

Claims

1. A vehicle mode control method, characterized in that, The method includes: When the vehicle is in power split mode, the initial output power of the engine is determined, and based on the first operating condition information of the vehicle, the target torque distribution mode is determined among multiple preset torque distribution modes. Obtain the second operating condition information corresponding to the target torque distribution mode; Based on the second operating condition information and the initial output power, the target engine torque and target engine speed are determined. The engine is controlled to operate according to the target engine torque and the target engine speed.

2. The vehicle mode control method according to claim 1, characterized in that, The steps for determining the initial output power of an engine include: Determine the driver's power demand, the power battery's charging demand, and the high-voltage load's load demand. The initial output power is determined based on the power demand, the charging demand, the load demand, and the preset compensation power.

3. The vehicle mode control method according to claim 1, characterized in that, The multiple torque distribution modes include a four-wheel drive torque distribution mode and a normal torque distribution mode; The first operating condition information includes the current driving mode of the vehicle and the functional status of the intelligent escape function of the power split mode; Based on the vehicle's first operating condition information, the step of determining a target torque distribution mode from among multiple preset torque distribution modes includes: When the current driving mode is a preset mode, or when the function is active, the target torque distribution mode is determined to be the four-wheel drive torque distribution mode; wherein, the preset mode includes any one of the following: all-wheel drive mode, snow mode, mud mode, and sand mode; If the current driving mode is not the preset mode and the function is not in an active state, the target torque distribution mode is determined to be the normal torque distribution mode.

4. The vehicle mode control method according to claim 3, characterized in that, The vehicle includes a power splitting mechanism, a first motor, and a gearbox. The power splitting 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, the sun gear is connected to the first motor, and the ring gear is connected to the input shaft of the gearbox. The step of obtaining the second operating condition information corresponding to the target torque distribution mode includes: When the target torque distribution mode is the four-wheel drive torque distribution mode, the second operating condition information is determined to include the front axle required torque, the first gear ratio between the gear ring and the target wheel, and the gear ratio between the gear ring and the sun gear.

5. The vehicle mode control method according to claim 4, characterized in that, The steps for determining the target engine torque and target engine speed based on the second operating condition information and the initial output power include: Based on the required front axle torque, the first gear ratio, and the number of gears, the first initial engine torque of the engine is determined; Determine the torque limit value of the engine, and based on the torque limit value and the first initial engine torque, determine the target engine torque; Based on the target engine torque, the initial output power, and a preset first mapping relationship, a first initial engine speed is determined; the first mapping relationship characterizes the correspondence between the target engine torque and the initial output power and the first initial engine speed. The engine speed correction parameters are obtained, and the first initial engine speed is corrected based on the engine speed correction parameters to obtain the target engine speed.

6. The vehicle mode control method according to claim 5, characterized in that, The step of determining the first initial engine torque of the engine based on the required front axle torque, the first gear ratio, and the gear ratio includes: The ratio of the required torque of the front axle to the first gear ratio is determined as the first ratio. The sum of the preset value and the tooth number ratio is determined as the first summation; The ratio of the first summation to the tooth number ratio is determined as the second ratio. The product of the first ratio and the second ratio is determined as the first initial engine torque.

7. A vehicle mode control method according to claim 5, characterized in that, The step of determining the target engine torque based on the torque limit value and the first initial engine torque includes: In response to the first initial engine torque being less than or equal to the torque limit value, the first initial engine torque is determined as the target engine torque; Alternatively, in response to the first initial engine torque being greater than the torque limit value, the torque limit value is determined as the target engine torque.

8. A vehicle mode control method according to claim 5, characterized in that, The method further includes: Determine the required torque for the entire vehicle based on the current accelerator pedal opening; Based on the current driving mode and current vehicle speed, determine the torque distribution ratio between the front and rear axles; The required torque for the front axle is determined based on the overall vehicle torque requirement and the front and rear axle torque distribution ratio.

9. A vehicle mode control method according to claim 5, characterized in that, The step of determining the torque limit value of the engine includes: Based on the engine's maximum torque output capability, a first torque limit value is determined; The second torque limit value is determined based on the current engine speed of the engine; The smaller of the first torque limit value and the second torque limit value is determined as the torque limit value.

10. A vehicle mode control method according to claim 3, characterized in that, The step of obtaining the second operating condition information corresponding to the target torque distribution mode includes: When the target torque distribution mode is the normal torque distribution mode, the second operating condition information is determined to include the current atmospheric pressure; The steps for determining the target engine torque and target engine speed based on the second operating condition information and the initial output power include: Based on the current atmospheric pressure, the initial output power, and a preset second mapping relationship, the second initial engine speed is determined; the second mapping relationship characterizes the correspondence between the current atmospheric pressure, the initial output power, and the second initial engine speed. Determine the engine speed limit value, and based on the speed limit value and the second initial engine speed, determine the target engine speed; Based on the target engine speed, the initial output power, and a preset third mapping relationship, the second initial engine torque of the engine is determined; the third mapping relationship characterizes the correspondence between the target engine speed, the initial output power, and the second initial engine torque. Obtain the torque correction parameters of the engine, and based on the torque correction parameters, correct the second initial engine torque to obtain the target engine torque.

11. A vehicle mode control method according to claim 10, characterized in that, The step of determining the target engine speed based on the speed limit value and the second initial engine speed includes: In response to the second initial engine speed being less than or equal to the speed limit value, the second initial engine speed is determined as the target engine speed; Alternatively, in response to the second initial engine speed being greater than the speed limit value, the speed limit value is determined as the target engine speed.

12. A vehicle mode control method according to claim 10, characterized in that, The step of determining the engine speed limit includes: Obtain the coolant temperature of the engine coolant; When the coolant temperature is greater than or equal to a temperature threshold, the speed limit value is determined to be a preset speed. When the coolant temperature is less than the temperature threshold, the rotational speed limit is determined based on the current remaining charge of the power battery, the minimum battery temperature, and a preset fourth mapping relationship; wherein, the fourth mapping relationship characterizes the correspondence between the current remaining charge and the minimum battery temperature and the rotational speed limit.

13. A vehicle mode control device, characterized in that, include: A processor, wherein the processor is configured to execute the following program modules stored in memory: The mode determination module is used to determine the initial output power of the engine when the vehicle is in power split mode, and to determine the target torque distribution mode among a number of preset torque distribution modes based on the first operating condition information of the vehicle. The information acquisition module is used to acquire the second operating condition information corresponding to the target torque distribution mode; The parameter determination module is used to determine the target engine torque and target engine speed of the engine based on the second operating condition information and the initial output power; An engine control module is used to control the engine to operate according to the target engine torque and the target engine speed.

14. A computer-readable storage medium having an executable program stored thereon, characterized in that, When the executable program is executed by the processor, it implements the vehicle mode control method as described in any one of claims 1-12.

15. A vehicle, characterized in that, include: Memory, used to store executable programs; processor; When the executable program is executed by the processor, the vehicle mode control method as described in any one of claims 1-12 is implemented.

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