Vehicle control method and apparatus, storage medium and vehicle

Abstract

A vehicle control method and apparatus, a storage medium and a vehicle. The vehicle control method comprises: S101, when a vehicle meets a mode switching condition for switching from the current driving mode to a direct drive mode, determining a target engine speed of an engine and, on the basis of operating condition information of the vehicle, determining a target speed range of the engine; and S102, when the current engine speed of the engine reaches the target engine speed and the target engine speed is within the target speed range, controlling a target actuator to act so as to switch the vehicle to the direct drive mode. The present method can effectively avoid phenomena, such as engine speed being reduced such that an engine stalls and an engine overspeeding, caused by out-of-time control due to CAN signal communication cycles, thereby effectively prolonging service lives of engines and improving the driving experience of users.

Description

Vehicle control method, device, storage medium and vehicle

[0001] The present disclosure claims priority to the Chinese patent application No. 202411353777.6, filed on September 26, 2024, and entitled "Vehicle control method, device, storage medium and vehicle", the entire content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present disclosure relates to the technical field of vehicles, and in particular to a vehicle control method, device, storage medium and vehicle. BACKGROUND

[0003] With the rapid development of the vehicle industry, in response to the national energy-saving and carbon balance policy, traditional fuel vehicles are gradually moving towards hybrid vehicles. Hybrid vehicles are usually provided with multiple driving modes including direct drive mode to adapt to different road conditions and driving needs. During driving, the vehicle may need to switch from other driving modes to direct drive mode.

[0004] In related technologies, during the process of switching the vehicle from other driving modes to direct drive mode, the vehicle controller needs to determine whether the engine speed is too low or too high when switching to direct drive mode. When the vehicle controller detects that the engine speed is too low or too high during the switching process, the vehicle controller will send a prohibition switching instruction to the transmission controller through the CAN (Controller Area Network) bus to make the transmission controller prohibit the vehicle from switching to direct drive mode. However, since the CAN signal instruction has a sending period, it may cause the transmission controller to have already started to control the vehicle to switch modes before receiving the prohibition switching instruction from the vehicle controller when the vehicle enters the direct drive working condition with emergency braking or full throttle. At this time, the engine speed may be too low to be dragged out or the engine speed may be too high, which may affect the engine life and reduce the user's driving experience. SUMMARY

[0005] The present disclosure provides a vehicle control method, device, storage medium and vehicle to solve the problem that the engine speed may be too low to be dragged out or the engine speed may be too high when the vehicle switches to direct drive mode.

[0006] To solve the above problem, the present disclosure adopts the following technical solution.

[0007] In a first aspect, the embodiments of the present disclosure provide a vehicle control method, which comprises: determining a target engine speed of an engine in a case where a vehicle meets a mode switching condition of switching from a current driving mode to a direct drive mode, and determining a target speed range of the engine based on working condition information of the vehicle; and controlling a target actuator to act in a case where a current engine speed of the engine reaches the target engine speed and the target engine speed is located in the target speed range, so as to switch the vehicle to the direct drive mode.

[0008] In a second aspect, based on the same inventive concept, the embodiments of the present disclosure provide a vehicle control device, which comprises: a speed determination module configured to determine a target engine speed of an engine in a case where a vehicle meets a mode switching condition of switching from a current driving mode to a direct drive mode, and determine a target speed range of the engine based on working condition information of the vehicle; and a mode switching module configured to control a target actuator to act in a case where a current engine speed of the engine reaches the target engine speed and the target engine speed is located in the target speed range, so as to switch the vehicle to the direct drive mode.

[0009] In a third aspect, based on the same inventive concept, the embodiments of the present disclosure provide a computer readable storage medium having a program stored thereon, which, when executed by a processor, implements the vehicle control method according to the first aspect of the present disclosure.

[0010] In a fourth aspect, based on the same inventive concept, the embodiments of the present disclosure provide a vehicle, which comprises: a memory configured to store a program; and a processor, wherein the program, when executed by the processor, implements the vehicle control method according to the first aspect of the present disclosure.

[0011] Compared with the prior art, the present disclosure has the following advantages:

[0012] The vehicle control method provided by the embodiment of the present disclosure can determine the target engine speed of the engine, and determine the target speed range of the engine based on the working condition information of the vehicle, so that the target actuator is controlled to act to switch the vehicle to the direct drive mode when the current engine speed of the engine reaches the target engine speed and the target engine speed is located in the target speed range. The embodiment of the present disclosure limits the engine speed during the switching of the vehicle to the direct drive mode, and matches the appropriate target speed range for the engine according to the working condition information of the vehicle, so that the vehicle is allowed to switch from the current driving mode to the direct drive mode only when the target engine speed of the engine is located in the target speed range. In this way, the phenomenon of engine speed being pulled down and being out of fire caused by the delay of control due to the CAN signal communication period, and the phenomenon of engine speed being too high can be effectively avoided, and the service life of the engine is effectively prolonged, and the driving experience of the user is improved. BRIEF DESCRIPTION OF DRAWINGS

[0013] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are only some embodiments of the present disclosure, and for those skilled in the art, other drawings can also be obtained without creative labor.

[0014] FIG. 1 is a step flowchart of a vehicle control method according to an embodiment of the present disclosure;

[0015] FIG. 2 is a structural schematic diagram of a hybrid vehicle according to an embodiment of the present disclosure;

[0016] FIG. 3 is a functional module schematic diagram of a vehicle control device according to an embodiment of the present disclosure;

[0017] FIG. 4 is a structural schematic diagram of a vehicle according to an embodiment of the present disclosure. Embodiments of the present disclosure

[0018] The technical solutions in the embodiments of the present disclosure will be described clearly and completely below with reference to the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only some embodiments of the present disclosure, not all embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present disclosure.

[0019] It should be noted that when the vehicle is in the direct drive mode, the engine is in the running state, the clutch is in the closed state, and the gearbox is in the gear state. At this time, the engine will drive the wheels to rotate through the clutch, the transmission and the differential, etc. Since the engine is connected to the wheels, the engine speed will change with the change of the vehicle speed. When the vehicle is subjected to sudden braking or large throttle acceleration, the vehicle speed will change sharply, and the engine speed may be too low to be extinguished or the engine speed may be too high.

[0020] Currently, when the vehicle needs to switch from other driving modes to the direct drive mode, the corresponding target engine speed is usually determined according to the current vehicle speed, and then the corresponding actuator is controlled to act after the engine is adjusted to the target engine speed to complete the mode switching. In the above mode switching process, the vehicle controller needs to determine whether the engine speed is too low or too high when switching to the direct drive mode. When the vehicle controller detects that the engine speed is too low or too high during the switching process, the vehicle controller will send a switching prohibition instruction to the gearbox controller through the CAN bus to prevent the gearbox controller from switching the vehicle into the direct drive mode and keeping it in the initial driving mode.

[0021] However, since the CAN signal instruction has a sending period, for example, the sending period is 20 ms, after the vehicle controller sends the switching prohibition instruction, the gearbox controller needs to prohibit the vehicle from switching into the direct drive mode at least 20 ms later. Therefore, during the mode switching process, if the vehicle is subjected to sudden braking or large throttle acceleration, the gearbox controller may have started to control the vehicle to switch the mode before receiving the switching prohibition instruction from the vehicle controller. Once the mode switching is completed and the engine is connected to the wheels, the engine may be too low to be extinguished or the engine speed may be too high, which affects the service life of the engine and reduces the driving experience of the user.

[0022] In view of the problem that the engine speed may be too low to be extinguished or the engine speed may be too high when the vehicle switches to the direct drive mode, the present disclosure aims to provide a vehicle control method, which limits the engine speed during the switching of the vehicle from the current driving mode to the direct drive mode, and matches the appropriate target speed range for the engine according to the working condition information of the vehicle, so that the vehicle is allowed to switch from the current driving mode to the direct drive mode only when the target engine speed of the engine is in the target speed range. In this way, the phenomenon of the engine speed being too low to be extinguished and the engine speed being too high caused by the untimely control due to the CAN signal communication period can be effectively avoided, thereby effectively prolonging the service life of the engine and improving the driving experience of the user.

[0023] Referring to FIG. 1, a vehicle control method according to the present disclosure is shown, which can include the following steps:

[0024] S101: In a case where the vehicle meets a mode switching condition of switching from a current driving mode to a direct drive mode, a target engine speed of the engine is determined, and a target speed range of the engine is determined based on working condition information of the vehicle.

[0025] It should be noted that the execution subject of the embodiment can be a computing service device with data processing, network communication and program running functions, or an electronic device with the above functions, such as a car computer, a vehicle-mounted computer, etc., such as an ECU (Electronic Control Unit), an HCU (Hybrid Control Unit), a TCU (Transmission Control Unit), etc.

[0026] In the present embodiment, in order to shorten the communication link and improve the control speed of mode switching, the TCU is taken as the execution subject for description.

[0027] In the present embodiment, during vehicle driving, the HCU can obtain working condition information and driver operation information of the vehicle, and then determine whether the vehicle meets a mode switching condition of switching from a current driving mode to a direct drive mode based on the working condition information and the driver operation information. After determining that the vehicle meets the mode switching condition, the HCU sends a mode switching instruction to the TCU, which indicates switching from the current driving mode to the direct drive mode. It should be noted that the current driving mode is a driving mode other than the direct drive mode in the vehicle, such as a series mode, a power split mode, a pure electric four-wheel drive mode, an idling electric four-wheel drive mode, etc. Different current driving modes can correspond to different mode switching conditions.

[0028] In the present embodiment, after receiving the mode switching instruction sent by the HCU, the TCU can determine that the vehicle meets the mode switching condition of switching from the current driving mode to the direct drive mode, and then determine a target engine speed of the engine. In a specific implementation, the TCU can determine the target engine speed of the engine according to the current vehicle speed and the gear ratio between the wheels and the engine.

[0029] In the present embodiment, in order to avoid phenomena such as engine speed being pulled down and being dragged out of fire and engine speed being overspeed during mode switching of the engine, the TCU, in a case where the vehicle meets the mode switching condition, also obtains working condition information of the vehicle, and sets a suitable target speed range for the engine according to the working condition information.

[0030] It should be noted that the target speed range is a speed range composed of a target speed lower limit value and a target speed upper limit value, and the target speed range can change with the change of the working condition information. In this way, the TCU can match the vehicle with appropriate target speed lower limit value and target speed upper limit value for speed limitation under different working conditions.

[0031] S102: In the case that the current engine speed of the engine reaches the target engine speed and the target engine speed is located in the target speed range, the target actuator is controlled to act to make the vehicle switch to the direct drive mode.

[0032] It should be noted that after determining the target engine speed, the engine controller will adjust the speed of the engine according to the target engine speed to make the current engine speed of the engine reach the target engine speed.

[0033] In the embodiment, if the TCU simultaneously detects that the current engine speed of the engine reaches the target engine speed and the target engine speed is located in the target speed range, it means that it is safe for the engine to enter the direct drive mode at the target engine speed, and then the target actuator is controlled to act to complete the mode switching.

[0034] It should be noted that in the case that the current engine speed of the engine does not reach the target engine speed, or the target engine speed is not located in the target speed range, the target actuator will be prohibited to act to make the vehicle remain in the current driving mode.

[0035] In one example, after the vehicle meets the mode switching condition of switching from the series mode to the direct drive mode, the TCU determines that the target actuator is the gearbox, and according to the working condition information of the vehicle, determines that the target speed range is [900 rpm, 5500 rpm]. The driver steps on the brake sharply during the switching of the series mode to the direct drive mode, causing the current speed of the vehicle to drop sharply, and the target engine speed calculated by the TCU through the current speed is 600 rpm. Since this speed is not in the target speed range, the TCU determines that the gearbox does not meet the gear-in condition, and will not control the gearbox to perform the gear-in operation. In this way, the vehicle can be prevented from switching from the series mode to the direct drive mode at the engine speed of 600 rpm, and the phenomenon of engine speed being pulled down and being extinguished by the drag can be avoided.

[0036] In the embodiment, by limiting the engine speed during the switching of the vehicle from the current driving mode to the direct drive mode, and matching the engine with a proper target speed range according to the working condition information of the vehicle, the vehicle is allowed to switch from the current driving mode to the direct drive mode only when the target engine speed of the engine is in the target speed range. In this way, the engine speed being pulled down and the engine speed being too high caused by the delay of the CAN signal communication period can be effectively avoided, and the service life of the engine is effectively prolonged, and the driving experience of the user is improved.

[0037] In the embodiment, the vehicle control method can further include the following steps.

[0038] S201: In the case that the current driving mode is the series mode or the power split mode, determining that the target actuator is the gearbox.

[0039] It should be noted that the target actuator includes the clutch and the gearbox, and the switching of the vehicle between different driving modes can be realized by controlling the clutch and / or the gearbox.

[0040] It should be further noted that in the series mode, the engine of the vehicle drives the first motor (i.e. the front axle motor) to generate electricity, and the generated electricity is provided to the second motor (i.e. the rear axle motor) to drive the vehicle to travel; in the power split mode, part of the output power of the engine is used to drive the first motor to charge the power battery, and another part of the output power is used to directly drive the vehicle to travel. Therefore, in the series mode or the power split mode, the engine is in the running state, and the clutch connected with the engine is in the closed state. Therefore, when the vehicle needs to switch from the series mode or the power split mode to the direct drive mode, the TCU can realize the mode switching by controlling the gearbox.

[0041] S202: In the case that the current driving mode is the pure electric four-wheel drive mode or the idling electric four-wheel drive mode, determining that the target actuator is the clutch.

[0042] It should be noted that in the pure electric four-wheel drive mode, the engine is in the off state, the clutch is in the open state, the gearbox is in the gear state, and the first motor and the second motor jointly drive the vehicle to travel; in the idling electric four-wheel drive mode, the clutch is in the open state, the engine is in the start state but does not output torque, the gearbox is in the gear state, and the first motor and the second motor jointly drive the vehicle to travel. Therefore, when the vehicle needs to switch from the pure electric four-wheel drive mode or the idling electric four-wheel drive mode to the direct drive mode, the TCU can realize the mode switching by controlling the clutch.

[0043] In a specific implementation, in the case where the target actuator is a clutch, the TCU will control the clutch to close to complete the mode switching from the pure electric four-wheel drive mode or the idling electric four-wheel drive mode to the direct drive mode.

[0044] In the present embodiment, the TCU can realize the switching of the multiple driving modes, such as the series mode, the power split mode, the pure electric four-wheel drive mode, or the idling electric four-wheel drive mode, to the direct drive mode by controlling the gear box or the clutch.

[0045] In one possible implementation, referring to FIG. 2, a schematic structural diagram of a hybrid vehicle in the present embodiment is shown. The hybrid vehicle is provided with an engine 101, a clutch 102, a first motor 103, and a gear box at the front axle of the vehicle. The gear box includes a power split mechanism 104, a gear box input shaft 107, a gear box output shaft 108, a first synchronizer 105, and a second synchronizer 106. The engine 101 is connected to the first input end of the power split mechanism 104 through the clutch 102, the first motor 103 is connected to the second input end of the power split mechanism 104, and the output end of the power split mechanism 104 is connected to the gear box input shaft 107.

[0046] In the present embodiment, the first synchronizer 105 is arranged between the first input end and the output end and is used to couple or decouple the first input end and the output end. Specifically, when the first synchronizer 105 is in the coupling gear, the first synchronizer 105 is used to couple the first input end and the output end; when the first synchronizer 105 is in the power split gear, the first synchronizer 105 is used to decouple the first input end and the output end. It should be noted that the first synchronizer 105 is used to control the switching of the vehicle between the power split mode and other modes, i.e., when the first synchronizer 105 is in the power split gear, the vehicle can be in the power split mode; when the first synchronizer 105 is in the coupling gear, the vehicle can be in other modes, such as the direct drive mode, the series mode, the pure electric four-wheel drive mode, or the idling electric four-wheel drive mode.

[0047] In the present embodiment, the second synchronizer 106 is arranged between the gear box input shaft 107 and the gear box output shaft 108 and is used to couple or decouple the gear box input shaft 107 and the gear box output shaft 108. Specifically, when the second synchronizer 106 is in the gear, the second synchronizer 106 is used to couple the gear box input shaft 107 and the gear box output shaft 108; when the second synchronizer 106 is in the neutral gear, the second synchronizer 106 is used to decouple the gear box input shaft 107 and the gear box output shaft 108.

[0048] In the embodiment, the gearbox output shaft 108 is also connected with the front axle wheels through the front axle differential 109, for transmitting power to the front axle wheels through the front axle differential 109 to drive the front axle of the vehicle; the vehicle is also provided with a second motor (not shown in the figure) at the rear axle of the vehicle, for transmitting power to the rear axle wheels through the rear axle differential (not shown in the figure) to drive the rear axle of the vehicle.

[0049] The hybrid vehicle adopting the above architecture can have multiple driving modes including power split mode, direct drive mode, series mode, pure electric four-wheel drive mode and idling electric four-wheel drive mode due to the configuration of the power split mechanism 104 which is connected with the engine 101, the first motor 103 and the gearbox input shaft 107 at the same time. Further, the switching between different driving modes of the vehicle can be realized by controlling the clutch 102, the first synchronizer 105 and / or the second synchronizer 106, specifically:

[0050] 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 for disconnecting the first input end and the output end, the second synchronizer 106 is in the engaged state, the engine 101 is in the driving state, the clutch 102 is in the closed state, the first motor 103 is in the power generation 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 end, and the power split mechanism 104 transmits part of the driving force to the first motor 103 through the second input end to drive the first motor 103 to generate electricity (at this time, the first motor 103 outputs negative torque), and the generated electricity is provided to the power battery for charging; the power split mechanism 104 also transmits another part of the driving force to the gearbox input shaft 107 through the output end, and the gearbox input shaft 107 transmits this part of the driving force to the front axle of the vehicle through the second synchronizer 106, the gearbox output shaft 108 and the front axle differential 109 in turn, to drive the vehicle to travel. The distribution ratio of the driving force can be set according to actual needs, that is, in the power split mode, part of the output power of the engine 101 is used to drive the first motor 103 to charge the power battery, and another part of the output power is used to directly drive the vehicle to travel.

[0051] In the direct drive mode, the first synchronizer 105 is in the engagement 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 generally 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 turn, and 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, and the transmission input shaft 107 will transmit 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 turn, to drive the vehicle to run. Since the engine 101 and the first motor 103 can jointly drive the front axle of the vehicle in the direct drive mode, the overall driving force of the vehicle in the direct drive mode is generally greater than that in the power split mode.

[0052] In the series mode, the first synchronizer 105 is in the engagement gear, and at this time, the first synchronizer 105 is used to combine the first input end and the output end, the second synchronizer 106 is in the idle gear, 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, since the second synchronizer 106 is in the idle gear, the driving force output by the engine 101 will not be transmitted to the transmission input shaft 107 through the first input end, the first synchronizer 105 and the output end, and the driving force output by the engine 101 will be transmitted to the first motor 103 through the first input end and the power split mechanism 104, and the power split mechanism 104 will transmit the driving force to the first motor 103 through the second input end to drive the first motor 103 to generate electricity, and the generated electricity will be provided to the second motor to drive the vehicle to run.

[0053] In the pure electric four-wheel drive mode, the engine 101 is in the off state, the clutch 102 is in the open state, the first synchronizer 105 is in the engagement gear, the second synchronizer 106 is in the in-gear state, and the first motor 103 and the second motor are both in the driving state. At this time, the power battery supplies power to the first motor 103 and the second motor at the same time, the driving force output by the first motor 103 will be transmitted to the power split mechanism 104 through the second input end, and the power split mechanism 104 will transmit the driving force to the front axle through the output end, the transmission input shaft 107, the second synchronizer 106, the transmission output shaft 108 and the front axle differential 109; the driving force output by the second motor will be transmitted to the rear axle through the rear axle differential.

[0054] In the idle electric four-wheel drive mode, the first synchronizer 105 is in the engaged gear, the second synchronizer 106 is in the in-gear state, the first motor 103 and the second motor are both in the driving state, the engine 101 is in the idle state, and the clutch 102 is in the open state. In this mode, the vehicle is driven by the first motor 103 and the second motor, and the engine 101 is in the starting state but does not output torque. It should be noted that, compared with the pure electric four-wheel drive mode, since the engine 101 is in the idle state in the idle electric four-wheel drive mode, the step of starting the engine can be omitted during the process of switching from the idle electric four-wheel drive mode to the direct drive mode, and therefore, the clutch is closed to realize mode switching, thereby effectively shortening the mode switching time and improving the power response speed.

[0055] In this embodiment, based on the vehicle adopting the above architecture, S201 can specifically include the following sub-steps:

[0056] S201-1: In the case where the current driving mode is the series mode, determining that the target actuator is the second synchronizer.

[0057] In this embodiment, since the engine is in the running state, the clutch is in the closed state, and the first synchronizer is in the engaged gear in the series mode and the direct drive mode, when the vehicle needs to switch from the series mode to the direct drive mode, the TCU can realize mode switching from the series mode to the direct drive mode by controlling the action of the second synchronizer.

[0058] In a specific implementation, in the case where the target actuator is the second synchronizer, the TCU will control the second synchronizer to switch from the neutral gear to the target gear. The target gear can be determined based on the current speed of the vehicle.

[0059] S201-2: In the case where the current driving mode is the power split mode, determining that the target actuator is the first synchronizer.

[0060] In this embodiment, since the engine is in the running state, the clutch is in the closed state, and the second synchronizer is in the in-gear state in the power split mode and the direct drive mode, when the vehicle needs to switch from the power split mode to the direct drive mode, the TCU can realize mode switching from the series mode to the direct drive mode by controlling the action of the first synchronizer.

[0061] In a specific implementation, in the case where the target actuator is the first synchronizer, the TCU will control the first synchronizer to switch from the power split gear to the engaged gear.

[0062] In one possible implementation, the working condition information includes the rotational speed lower limit correlation information and the rotational speed upper limit correlation information. S101 can specifically include the following sub-steps:

[0063] S101-1: Determine the target lower limit value of the engine speed based on the lower limit speed correlation information.

[0064] It should be noted that the lower limit speed correlation information represents the working condition information related to the lower limit of the engine speed in the direct drive mode. Different lower limit speed correlation information can correspond to different target lower limit values of the engine speed

[0065] In this embodiment, the TCU can match the engine with an appropriate target lower limit value of the engine speed by obtaining the lower limit speed correlation information of the vehicle. The target lower limit value of the engine speed represents the lowest speed that can avoid engine stall in the direct drive mode.

[0066] In this embodiment, considering that the engine is prone to stall in the braking condition, the lower limit speed correlation information can specifically include the current braking force and the current vehicle speed of the vehicle, and the TCU can match the engine with an appropriate target lower limit value of the engine speed based on the current braking force and the current vehicle speed.

[0067] In a specific implementation, the TCU pre-stores a first mapping relationship representing a comparison relationship between the braking force, the vehicle speed and the lower limit value of the engine speed. In this way, the TCU can determine the target lower limit value of the engine speed based on the current braking force, the current vehicle speed and the first mapping relationship by obtaining the first mapping relationship.

[0068] It should be noted that the greater the current braking force of the vehicle and the lower the current vehicle speed, the more likely the vehicle is to stall, and therefore the target lower limit value of the engine speed can be set to increase with the increase of the current braking force, and the target lower limit value of the engine speed can be set to increase with the decrease of the current vehicle speed. In this way, the engine can be matched with an appropriate target lower limit value of the engine speed according to different braking states of the vehicle, and the phenomenon of the engine being stalled due to too low speed can be effectively avoided.

[0069] S101-2: Determine the target upper limit value of the engine speed based on the upper limit speed correlation information.

[0070] It should be noted that the upper limit speed correlation information represents the working condition information related to the upper limit of the engine speed in the direct drive mode.

[0071] In this embodiment, the TCU can match the engine with an appropriate target upper limit value of the engine speed by obtaining the upper limit speed correlation information of the vehicle. The target upper limit value of the engine speed represents the highest speed that can avoid engine overspeed in the direct drive mode.

[0072] In the embodiment, considering that the engine is prone to overspeeding in the acceleration case, the upper limit speed correlation information can specifically include a current accelerator pedal opening degree and a current vehicle speed of the vehicle, and the TCU can match the engine with a proper target upper limit speed value based on the current accelerator pedal opening degree and the current vehicle speed.

[0073] In a specific implementation, the TCU pre-stores a second mapping relationship representing a contrast relationship between the accelerator pedal opening degree, the vehicle speed, and the upper limit speed value. In this way, the TCU can determine the target upper limit speed value based on the current accelerator pedal opening degree, the current vehicle speed, and the second mapping relationship by acquiring the second mapping relationship.

[0074] It should be noted that the greater the current accelerator pedal opening degree and the higher the current vehicle speed of the vehicle, the more likely the vehicle is to stall, and therefore, the target upper limit speed value can be set to decrease with the increase of the current accelerator pedal opening degree, and the target lower limit speed value can be set to decrease with the increase of the current vehicle speed. In this way, the engine can be matched with a proper target upper limit speed value in different acceleration states of the vehicle, and overspeeding of the engine can be effectively avoided.

[0075] S101-3: Determine a target speed range based on the target lower limit speed value and the target upper limit speed value.

[0076] In the embodiment, the TCU can obtain the target speed range by taking the target lower limit speed value as the lower limit value of the target speed range and taking the target upper limit speed value as the upper limit value of the target speed range.

[0077] In the embodiment, the TCU can match the engine with a proper target speed range by comprehensively considering the current vehicle speed, the current brake force, and the current accelerator pedal opening degree of the vehicle, so that the vehicle is allowed to switch from the current driving mode to the direct drive mode only when the target engine speed of the engine is in the target speed range. In this way, the engine speed can be effectively prevented from being pulled down and stalling due to untimely control caused by the CAN signal communication period, and the engine speed can be prevented from overspeeding, thereby effectively prolonging the service life of the engine and improving the driving experience of the user.

[0078] In a second aspect based on the same inventive concept, referring to FIG. 3, the embodiment of the disclosure provides a vehicle control device 300, which includes:

[0079] A speed determination module 301 is configured to determine a target engine speed of an engine when a vehicle satisfies a mode switching condition of switching from a current driving mode to a direct drive mode, and determine a target speed range of the engine based on working condition information of the vehicle.

[0080] The mode switching module 302 is configured to control the target actuator to act, so as to switch the vehicle to the direct drive mode, when the current engine speed of the engine reaches the target engine speed and the target engine speed is located in the target speed range.

[0081] In some embodiments, the vehicle control device 300 further comprises:

[0082] The first actuator determination module is configured to determine that the target actuator is the gearbox when the current driving mode is the series mode or the power split mode.

[0083] The second actuator determination module is configured to determine that the target actuator is the clutch when the current driving mode is the pure electric four-wheel drive mode or the idling electric four-wheel drive mode.

[0084] In some embodiments, the gearbox comprises a power split mechanism, a gearbox input shaft, a gearbox output shaft, a first synchronizer and a second synchronizer, the engine is connected to a first input end of the power split mechanism through the clutch, a 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 gearbox input shaft, the second synchronizer is arranged between the gearbox input shaft and the gearbox output shaft, and the first synchronizer is arranged between the first input end and the output end.

[0085] The first actuator determination module comprises:

[0086] The first actuator determination submodule is configured to determine that the target actuator is the second synchronizer when the current driving mode is the series mode.

[0087] The second actuator determination submodule is configured to determine that the target actuator is the first synchronizer when the current driving mode is the power split mode.

[0088] In some embodiments, the mode switching module 302 comprises:

[0089] The first actuator control submodule is configured to control the second synchronizer to switch from the neutral gear to the target gear when the target actuator is the second synchronizer.

[0090] The second actuator control submodule is configured to control the first synchronizer to switch from the power split gear to the combined gear when the target actuator is the first synchronizer.

[0091] The third actuator control submodule is configured to control the clutch to close when the target actuator is the clutch.

[0092] In some embodiments, the working condition information comprises speed lower limit correlation information and speed upper limit correlation information.

[0093] The speed determination module 301 comprises:

[0094] The lower limit value determination submodule is configured to determine a target lower limit value of the engine speed based on the engine speed lower limit correlation information.

[0095] The upper limit value determination submodule is configured to determine a target upper limit value of the engine speed based on the engine speed upper limit correlation information.

[0096] The speed range determination submodule is configured to determine a target speed range based on the target lower limit value of the engine speed and the target upper limit value of the engine speed.

[0097] In some embodiments, the engine speed lower limit correlation information comprises a current braking force and a current vehicle speed of the vehicle.

[0098] The lower limit value determination submodule comprises:

[0099] The first mapping relationship acquisition unit is configured to acquire a first mapping relationship; the first mapping relationship represents a comparison relationship between the braking force and the vehicle speed and the lower limit value of the engine speed.

[0100] The lower limit value determination unit is configured to determine the target lower limit value of the engine speed based on the current braking force, the current vehicle speed, and the first mapping relationship.

[0101] In some embodiments, the engine speed upper limit correlation information comprises a current accelerator pedal opening and a current vehicle speed of the vehicle.

[0102] The upper limit value determination submodule comprises:

[0103] The second mapping relationship acquisition unit is configured to acquire a second mapping relationship; the second mapping relationship represents a comparison relationship between the accelerator pedal opening and the vehicle speed and the upper limit value of the engine speed.

[0104] The upper limit value determination unit is configured to determine the target upper limit value of the engine speed based on the current accelerator pedal opening, the current vehicle speed, and the second mapping relationship.

[0105] It should be noted that the specific implementation of the vehicle control device 300 of the embodiments of the present disclosure is with reference to the specific implementation of the vehicle control method proposed in the first aspect of the foregoing embodiments of the present disclosure, which will not be repeated here.

[0106] In a third aspect, based on the same inventive concept, the embodiments of the present disclosure provide a computer-readable storage medium having a executable program stored thereon, and the executable program, when executed by a processor, implements the vehicle control method proposed in the first aspect of the present disclosure. In some embodiments, the computer-readable storage medium can be a non-volatile computer-readable storage medium.

[0107] It should be noted that the specific implementation of the computer-readable storage medium of the embodiments of the present disclosure is with reference to the specific implementation of the vehicle control method proposed in the first aspect of the foregoing embodiments of the present disclosure, which will not be repeated here.

[0108] In a fourth aspect, referring to FIG. 4, based on the same inventive concept, the embodiments of the present disclosure provide a vehicle 400, comprising: a memory 401 configured to store an executable program; a processor 402; and when the executable program is executed by the processor 402, the vehicle control method according to the first aspect of the present disclosure is implemented.

[0109] It should be noted that the specific implementation of the vehicle 400 of the embodiments of the present disclosure is described with reference to the specific implementation of the vehicle control method according to the first aspect of the present disclosure, which will not be described here.

[0110] Those skilled in the art should understand that the embodiments of the present disclosure can be provided as a method, device, or computer program product. Therefore, the embodiments of the present disclosure can be in the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the embodiments of the present disclosure can be in the form of a computer program product 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.

[0111] The embodiments of the present disclosure are described with reference to flowcharts and / or block diagrams according to the method, terminal device (system), and computer program product of the embodiments of the present disclosure. It should be understood that each flow and / or block in the flowcharts and / or block diagrams, and the combination of flows and / or blocks in the flowcharts and / or block diagrams can be implemented by computer program instructions. These computer program instructions can be provided to a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device produce a device that implements the functions specified in one or more flows in the flowcharts and / or one or more blocks in the block diagrams.

[0112] These computer program instructions can also be stored in a computer-readable storage medium that can guide the computer or other programmable data processing terminal device to work in a specific way, so that the instructions stored in the computer-readable storage medium produce a product including instruction devices that implement the functions specified in one or more flows in the flowcharts and / or one or more blocks in the block diagrams.

[0113] These computer program instructions can also be loaded into a computer or other programmable data processing terminal device, so that a series of operation steps are performed on the computer or other programmable terminal device to produce a computer-implemented process, so that the instructions executed on the computer or other programmable terminal device provide steps for implementing the functions specified in one or more flows in the flowcharts and / or one or more blocks in the block diagrams.

[0114] Although preferred embodiments of the present invention 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 invention.

[0115] 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.

[0116] The present invention has provided a detailed description of a vehicle control method, device, storage medium, and vehicle. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, those skilled in the art will recognize that, based on the ideas of the present invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A vehicle control method characterized by, The method comprises: In a case where the vehicle meets a mode switching condition of switching from a current driving mode to a direct drive mode, determining a target engine speed of the engine, and determining a target speed range of the engine based on working condition information of the vehicle; In a case where the current engine speed of the engine reaches the target engine speed and the target engine speed is located in the target speed range, controlling a target actuator to act, so as to switch the vehicle to the direct drive mode.

2. The vehicle control method according to claim 1, characterized by, The method further comprises: In a case where the current driving mode is a series mode or a power split mode, determining that the target actuator is a gearbox; In a case where the current driving mode is a pure electric four-wheel drive mode or an idle electric four-wheel drive mode, determining that the target actuator is a clutch.

3. The vehicle control method according to claim 2, characterized by, The gearbox comprises a power split mechanism, a gearbox input shaft, a gearbox output shaft, a first synchronizer and a second synchronizer, the engine is connected with a first input end of the power split mechanism through the clutch, a first motor is connected with a second input end of the power split mechanism, an output end of the power split mechanism is connected with the gearbox input shaft, the second synchronizer is arranged between the gearbox input shaft and the gearbox output shaft, and the first synchronizer is arranged between the first input end and the output end; In a case where the current driving mode is the series mode, determining that the target actuator is the second synchronizer; In a case where the current driving mode is the power split mode, determining that the target actuator is the first synchronizer. Controlling the target actuator to act comprises:

4. The vehicle control method according to claim 3, characterized by, In a case where the target actuator is the second synchronizer, controlling the second synchronizer to switch from a neutral gear to a target gear; In a case where the target actuator is the first synchronizer, controlling the first synchronizer to switch from a power split gear to a combined gear; In a case where the target actuator is the clutch, controlling the clutch to close. The working condition information comprises speed lower limit correlation information and speed upper limit correlation information; 5. The vehicle control method according to any one of claims 1 to 4, characterized by, Determining the target speed range of the engine based on the working condition information of the vehicle comprises: Determining a target speed lower limit value of the engine based on the speed lower limit correlation information; Determining a target speed upper limit value of the engine based on the speed upper limit correlation information; Determining the target speed range based on the target speed lower limit value and the target speed upper limit value. The speed lower limit correlation information comprises a current braking force and a current vehicle speed of the vehicle; 6. The vehicle control method according to claim 5, characterized by Determining the target speed lower limit value based on the speed lower limit correlation information comprises: Obtaining a first mapping relationship; the first mapping relationship represents a contrast relationship between a braking force, a vehicle speed and a speed lower limit value; Determining the target speed lower limit value based on the current braking force, the current vehicle speed and the first mapping relationship.

7. The vehicle control method according to claim 6, characterized in that, ​ The first mapping relationship is configured such that the target rotation speed lower limit value increases with an increase in the current braking force, and the target rotation speed lower limit value increases with a decrease in the current vehicle speed.

8. The vehicle control method according to claim 5, characterized by The rotation speed upper limit correlation information includes a current accelerator pedal opening degree and a current vehicle speed of the vehicle; The target rotation speed upper limit value is determined based on the rotation speed upper limit correlation information, including: obtaining a second mapping relationship, the second mapping relationship representing a correlation between an accelerator pedal opening degree, a vehicle speed, and a rotation speed upper limit value; The target rotation speed upper limit value is determined based on the current accelerator pedal opening degree, the current vehicle speed, and the second mapping relationship.

9. The vehicle control method of claim 8, wherein The second mapping relationship is configured such that the target rotation speed upper limit value decreases with an increase in the current accelerator pedal opening degree, and the target rotation speed upper limit value decreases with an increase in the current vehicle speed.

10. A vehicle control device characterized by comprising: The device includes: a rotation speed determination module configured to determine a target engine rotation speed of an engine when a vehicle satisfies a mode switching condition of switching from a current driving mode to a direct drive mode, and determine a target rotation speed range of the engine based on working condition information of the vehicle; a mode switching module configured to control a target actuator to act when a current engine rotation speed of the engine reaches the target engine rotation speed and the target engine rotation speed is located in the target rotation speed range, so as to switch the vehicle to the direct drive mode.

11. A computer readable storage medium having stored thereon an executable program, characterized in that, The executable program, when executed by a processor, implements the vehicle control method of any one of claims 1-9.

12. A vehicle characterized by comprising: including: a memory configured to store an executable program; a processor; The executable program, when executed by the processor, implements the vehicle control method of any one of claims 1-9.

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