Vehicle control method, related device, and vehicle

Abstract

Provided are a vehicle control method, a related device, and a vehicle, which relate to the field of vehicle power technology. The method comprises: in response to determining that a gear shift instruction is received, reducing the sum of an output torque of an engine and an output torque of a front-axle electric motor to a preset value (S102); and by means of a gearbox, shifting the gear of a vehicle to a target gear indicated by the gear shift instruction, and during a gear shift, controlling a clutch to remain in an engaged state until the gear shift is completed (S104). During a gear shift, a clutch remains in an engaged state without any change, such that the process of first disengaging and then engaging the clutch is omitted, thereby shortening the time consumed in a state change of the clutch, and thus shortening the duration of the gear shift.

Description

Vehicle control methods, related equipment and vehicles

[0001] This application claims priority to Chinese Patent Application No. 2024117501133, filed on December 2, 2024, entitled “Vehicle Control Method, Related Equipment 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 control method, related equipment and vehicle. Background Technology

[0003] The development of vehicle hybrid technology is advancing rapidly, and hybrid models are constantly being introduced. In particular, there are more and more plug-in hybrid electric vehicles (PHEVs). Compared with traditional cars, PHEVs have significant advantages in terms of power, comfort, and economy due to the addition of power batteries and drive motors, greatly improving the driving experience for passengers and reducing the cost of ownership.

[0004] However, in current hybrid vehicles, the clutch opens first and then closes during gear shifting, resulting in a longer shifting time. This longer shifting time increases the probability of unexpected abnormal situations and affects the user's driving experience.

[0005] Technical content

[0006] In view of this, the purpose of this application is to propose a vehicle control method, related equipment and vehicle to solve the problem of long gear shifting time in hybrid vehicles.

[0007] To achieve the above objectives, the first aspect of this application provides a vehicle control method, comprising:

[0008] In response to receiving a gear shift command, the output torque and value of the engine and the first motor are reduced to a preset value;

[0009] The transmission shifts the vehicle's gears to the target gear indicated by the gear shift command, and the clutch remains engaged throughout the shift until the shift is complete.

[0010] Optionally, the output torque and value of the engine and the first electric motor can be reduced to preset values, including:

[0011] The output torque of the engine is controlled to decrease to a preset value, and the output torque of the first motor is also controlled to decrease to a preset value.

[0012] Optionally, the output torque and value of the engine and the first electric motor can be reduced to preset values, including:

[0013] The output torque of the engine and the output torque of the first motor are reduced respectively, and the sum of the output torques of the engine and the first motor is controlled to be equal to a preset value.

[0014] Optionally, the transmission can be used to shift the vehicle's gears to the target gear indicated by the gear shift command, including:

[0015] The vehicle's gear is shifted to neutral via the transmission, adjusting the engine and first motor speeds to the target speeds corresponding to the target gear.

[0016] Based on the engine's real-time output torque and transmission oil temperature, the auxiliary torque is determined through a preset correspondence.

[0017] During the process of shifting the vehicle's gear from neutral to the target gear through the transmission, the first motor is controlled to output the target torque; where the target torque is equal to the sum of the auxiliary torque and the real-time output torque of the first motor.

[0018] Optionally, the process of adjusting the speeds of the engine and the first motor to the target speeds corresponding to the target gear includes:

[0019] Increase the combined output torque of the engine and the first electric motor, and ensure that the combined output torque is in the same direction as the engine's output torque.

[0020] Optionally, the process of adjusting the speeds of the engine and the first motor to the target speeds corresponding to the target gear includes:

[0021] Increase the combined output torque of the engine and the first motor, and ensure that the combined output torque is in the same direction as the output torque of the first motor.

[0022] Optionally, after adjusting the speeds of the engine and the first motor to the target speeds corresponding to the target gear, the method further includes:

[0023] Reduce the output torque and value of the engine and the first motor to the preset value.

[0024] Optionally, in the preset correspondence, if the real-time output torque remains unchanged, the auxiliary torque is negatively correlated with the transmission oil temperature; if the transmission oil temperature remains unchanged, the auxiliary torque is positively correlated with the real-time output torque.

[0025] Optionally, after confirming that a gear shifting command has been received, the method further includes:

[0026] The second motor outputs a compensation torque, the value of which is equal to the sum of the output torques of the engine and the first motor, and the value of the compensation torque decreases by a certain amount.

[0027] Optionally, confirm that a gear shift command has been received, including:

[0028] In response to receiving a drive mode switching command between series drive mode and direct drive mode, or receiving a target gear shifting command in direct drive mode, determine that a gear shifting command has been received.

[0029] Optionally, the drive mode switching instruction between the serial drive mode and the direct drive mode includes:

[0030] A drive mode switching instruction for switching from the series drive mode to the direct drive mode, or a drive mode switching instruction for switching from the direct drive mode to the series drive mode.

[0031] Optionally, the first motor is a front axle motor.

[0032] Optionally, shifting the vehicle's gears to the target gear indicated by the gear shift command via the transmission includes:

[0033] The transmission shifts the vehicle's gear from the current gear to neutral.

[0034] The transmission shifts the vehicle's gear from neutral to the target gear.

[0035] A second aspect of this application also provides a vehicle control device, comprising: a processor, wherein the processor is configured to execute the following program modules stored in a memory:

[0036] The torque reduction module is configured to reduce the output torque and value of the engine and the first motor to a preset value in response to determining that a gear shifting command has been received.

[0037] The shift module is configured to switch the vehicle's gears to the target gear indicated by the gear shift command via the transmission, and to keep the clutch in a closed state during the gear shift process until the gear shift is completed.

[0038] A third aspect of this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor, when executing the computer program, implements the method described in the first aspect.

[0039] A fourth aspect of this application also provides a vehicle that includes electronic equipment as described in the third aspect.

[0040] As can be seen from the above, the vehicle control method, related equipment, and vehicle provided in this application include: in response to receiving a gear shifting command, reducing the output torque and value of the engine and the first motor to a preset value, thereby achieving torque reduction of the engine and the first motor. In this application, the engine and the first motor are connected by a clutch, and during torque reduction, the engine and the first motor are treated as a whole for torque reduction operation. The vehicle's gear is shifted to the target gear indicated by the gear shifting command through the transmission, and the clutch is kept in a closed state during the gear shifting process. The process of the clutch opening and then closing is eliminated, reducing the time consumed by the clutch state change, and thus reducing the shifting time. In response to the completion of gear shifting, the output torque of the engine and the first motor are increased respectively, and the vehicle returns to normal driving state. During this process, due to the reduction in shifting time, the probability of unexpected abnormal problems of the vehicle is greatly reduced, improving the user's driving experience. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 is a schematic diagram of the vehicle architecture according to an embodiment of this application;

[0043] Figure 2 is a schematic flowchart of the vehicle control method according to an embodiment of this application;

[0044] Figure 3 is a flowchart illustrating the target gear switching method according to an embodiment of this application;

[0045] Figure 4 is a timing diagram of gear shifting according to an embodiment of this application;

[0046] Figure 5 is a timing diagram of gear shifting according to another embodiment of this application;

[0047] Figure 6 is a structural schematic diagram of the vehicle control device according to an embodiment of this application;

[0048] Figure 7 is a schematic diagram of the hardware structure of the electronic device according to an embodiment of this application. Detailed Implementation

[0049] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0050] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0051] Figure 1 shows a schematic diagram of the vehicle architecture according to an embodiment of this application. As shown in Figure 1, the hybrid power system of the hybrid vehicle of this application includes a front axle power system and a rear axle power system. The front axle power system includes an engine 01, a clutch 02, a front axle motor 03, and a transmission 04. When the clutch 02 is engaged, the engine 01 and the front motor 03 are connected; when the clutch 02 is disengaged, the engine 01 and the front motor 03 are disconnected. The output shaft of the transmission 04 is connected to the front axle to transmit driving force to the front wheels. The rear axle power system includes a rear axle motor 05 and a differential 06. The hybrid power system mainly involves two operating modes during gear shifting: series and direct drive. In series mode, when the clutch 02 is engaged, the engine 01 can drive the front axle motor 03 to generate electricity, providing power to the rear axle motor 05, which then drives the vehicle. When the vehicle's power is insufficient, the power battery intervenes to jointly provide power to the rear axle motor 05. When the vehicle's power is sufficient, the engine 01 drives the front axle motor 03 to generate electricity, which can both provide power to the rear axle motor 05 and charge the power battery. In direct drive mode, clutch 02 is engaged, and engine 01 can directly drive the vehicle through transmission 04.

[0052] Currently, when a hybrid vehicle needs to shift gears, the output torque of both the front axle motor and the engine is reduced to zero, and the clutch disengages. The automatic transmission control unit (TCU) controls the transmission to disengage. The engine speed and the front axle motor speed are adjusted. When the difference between the front axle motor speed and the vehicle axle speed is determined to be lower than a predetermined value, the vehicle's current gear is shifted to the target gear. When the difference between the engine speed and the vehicle axle speed is determined to be lower than a predetermined value, the clutch is engaged. Based on the received torque request, the output torque of the front axle motor and the engine is adjusted, and the vehicle resumes normal driving, completing the gear shift. The entire process takes approximately 3-5 seconds, which is relatively long. During this period, if the target mode or target gear changes abnormally due to driver operation or changes in vehicle status, it may cause abnormal vehicle operation and affect the user's driving experience.

[0053] In view of this, this application proposes a vehicle control method that keeps the clutch continuously closed during gear shifting, reducing shifting time, effectively avoiding the probability of abnormal vehicle operation, and improving the user's driving experience.

[0054] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0055] This application proposes a vehicle control method, referring to Figure 2, applied to a vehicle-side controller, comprising the following steps:

[0056] Step 102: In response to the receipt of the gear shift command, reduce the output torque and value of the engine and the first motor to a preset value.

[0057] Specifically, when a hybrid vehicle requires gear shifting, the vehicle-side controller receives a gear shift command. This command includes the target gear, which is the gear the vehicle is about to shift into. For example, the vehicle-side controller can be a Vehicle Control Unit (VCU), a Hybrid Control Unit (HCU), etc. In this application, the first motor can be the front axle motor. As shown in Figure 1, the engine and the front axle motor are connected via a clutch and can function as a single unit, adjusting the output torque and value when the clutch is engaged. Hybrid vehicles require gear shifting in two situations: one is switching between series drive mode and direct drive mode. In this case, if switching from series mode to direct drive mode, the transmission needs to engage a gear; if switching from direct drive mode to series mode, the transmission needs to disengage a gear. The other is shifting in direct drive mode. In series drive mode, the vehicle does not require gear shifting, while in direct drive mode, the engine directly drives the vehicle, requiring gear shifting. When switching from series drive mode to direct drive mode, the gear needs to be shifted to the target gear.

[0058] In this embodiment, the preset value is a value close to zero or zero. This is because, in actual operation, factors such as signal fluctuations make it impossible to accurately ensure that the output torque will absolutely decrease to zero. To ensure smooth and stable gear shifting, the torque on the transmission input shaft needs to decrease to the preset value during gear shifting. Based on the hybrid vehicle architecture, the torque on the transmission input shaft is equal to the sum of the output torques of the engine and the front axle motor. Therefore, in this step, as long as the sum of the output torques of the engine and the front axle motor decreases to zero or close to zero, the transmission can be ensured to shift smoothly.

[0059] Step 104: Shift the vehicle's gear to the target gear indicated by the gear shift command using the transmission, and keep the clutch in a closed state during the gear shift process until the gear shift is complete.

[0060] Specifically, during gear shifting, the TCU controls the transmission to disengage from the target gear before engaging it again, completing the shift. Throughout this process, the clutch remains engaged. By eliminating the clutch engagement and disengagement process, the shifting time is reduced, resulting in a faster shift and significantly lowering the probability of abnormal vehicle operation during gear changes.

[0061] In response to the completion of gear shift, the output torque of the engine and the first motor is increased respectively.

[0062] Specifically, after gear shifting, the engine and front axle motor undergo a torque increase process. The output torque of both the engine and front axle motor is adjusted to their respective target values, completing the gear shift and restoring the vehicle to normal driving operation. The target output torque values ​​for the engine and front axle motor are calculated by the HCU based on the vehicle's driving requirements, and will not be elaborated upon here.

[0063] Based on steps 102 to 106 above, this embodiment provides a vehicle control method, which includes: in response to determining that a gear shifting command has been received, reducing the output torque and value of the engine and the front axle motor to a preset value, thereby achieving torque reduction of the engine and the front axle motor. In this application, the engine and the front axle motor are connected by a clutch, and during torque reduction, the engine and the front axle motor are treated as a whole for torque reduction operation. The vehicle's gear is shifted to the target gear indicated by the gear shifting command through the transmission, and the clutch is kept in a closed state during the gear shifting process until the gear shift is completed. The process of the clutch opening and then closing is eliminated, reducing the time consumed by the clutch state change, thereby reducing the shifting time. In response to the completion of the gear shift, the output torque of the engine and the front axle motor are increased respectively, and the vehicle returns to normal driving state. In this process, since the shifting time is reduced, the probability of unexpected abnormal problems of the vehicle is greatly reduced, improving the user's driving experience.

[0064] Controlling the output torque and value of the engine and front axle motor to reduce to a preset value includes two methods, which are described below through specific embodiments.

[0065] In some embodiments, reducing the output torque and value of the engine and the first motor to a preset value includes:

[0066] The engine's output torque is reduced to a preset value, and the front axle motor's output torque is also reduced to a preset value.

[0067] Specifically, the preset value in this embodiment can be zero. If it is necessary to reduce the sum of the output torques of the engine and the front axle motor to zero, the output torques of both the engine and the front axle motor can be reduced to zero. This ensures that the sum of the output torques of the engine and the front axle motor is reduced to zero. At this time, the engine's output torque is the driving torque, and the front axle motor's output torque is the generating torque. The driving torque and the generating torque are in opposite directions. For easy distinction, in this application, a + symbol is added before the driving torque, and a - symbol is added before the generating torque. For example, the engine output driving torque is 30 Nm, and the front axle motor output generating torque is -20 Nm (the negative sign here indicates that the direction of the generating torque is opposite to the driving torque, not that the generating torque is negative). The engine's output torque and the front axle motor's output torque are reduced separately, for example, the engine's output torque is reduced from 30 Nm to 0 Nm, and the front axle motor's output torque is reduced from -20 Nm to 0 Nm. During the torque reduction process, due to issues such as control precision, it may not be possible to completely reduce the output torque to zero; the output torque may actually be close to zero. The above methods can be used to accurately adjust the output torque and value of the engine and front axle motor to ensure that the gearbox can shift gears smoothly.

[0068] In another embodiment, reducing the output torque and value of the engine and the first motor to a preset value includes:

[0069] The output torque of the engine and the output torque of the front axle motor are reduced respectively, and the sum of the output torques of the engine and the front axle motor is controlled to be equal to the preset value.

[0070] Specifically, since the input shaft torque of the transmission is equal to the sum of the output torques of the engine and the front axle motor, smooth gear shifting can be achieved as long as the sum of the output torques of the engine and the front axle motor is ensured to be a preset value. Because the output torques of the engine and the front axle motor are in opposite directions, in addition to reducing the output torques of the engine and the front axle motor to preset values ​​as described in the previous embodiments, the output torque of the engine can also be adjusted to equal the output torque of the front axle motor. That is, after the driving torque of the engine and the generating torque of the front axle motor cancel each other out, the sum of the output torques of the engine and the front axle motor can still be equal to the preset value. For example, reducing the engine's output torque from 30 Nm to 20 Nm and the front axle motor's output torque from -40 Nm to -20 Nm will cancel each other out, and the input shaft torque of the transmission will remain zero. Compared to the torque reduction method in the previous embodiments, this embodiment does not require reducing the output torque of both the engine and the front axle motor to a preset value separately. This reduces the adjustment range of the engine and front axle motor's output torque, consequently reducing the torque reduction time, allowing the transmission to complete gear shifts more quickly. Using the method in this embodiment, not only can the output torque of the engine and front axle motor be accurately reduced to the preset value, but compared to the previous embodiments, since it is not necessary to completely reduce the output torque of the engine and front axle motor to zero, the time required for torque reduction is saved, further improving the shifting speed.

[0071] In this application, during the gear shifting process, in order to improve the noise, vibration, and harshness (NVH) issues during gear shifting, the front axle motor is controlled to output an additional torque of a certain value to maintain the target speed after the front axle motor speed adjustment. This will be explained through specific embodiments below.

[0072] In some embodiments, the vehicle's gear is shifted to the target gear indicated by the gear shift command via the transmission, referring to Figure 3, including the following steps:

[0073] Step 202: Shift the vehicle's gear to neutral using the transmission, and adjust the engine and first motor speeds to the target speeds corresponding to the target gears.

[0074] Specifically, during gear shifting, the transmission is first disengaged, meaning the TCU controls the transmission to switch from the current gear to neutral. The transmission can only disengage when the sum of the engine's output torque and the front axle motor's output torque equals a preset value (close to zero). Therefore, the torque of the engine and front axle motor is first reduced to ensure their sum equals the preset value. The transmission then disengages, and the speeds of the engine and front axle motor are adjusted. Specifically, the engine speed and the front axle motor speed are adjusted to target speeds. These target speeds are those matching the target gear. During speed adjustment, to increase the engine and front axle motor speeds, the sum of their output torques needs to be increased accordingly to ensure they reach the target speeds. The sum of the output torques must be in the same direction as either the engine's or the front axle motor's output torque. In other words, regardless of the direction of the sum of the output torque, as long as the engine speed and the front axle motor speed can be increased to the target speed, it is acceptable.

[0075] Once the engine speed and the front axle motor speed are both adjusted to the target speed, the sum of the engine output torque and the front axle motor output torque is reduced to a preset value. Only then can the transmission engage gears, shifting from neutral to the target gear, and the gear shift is complete.

[0076] Step 204: Based on the engine's real-time output torque and transmission oil temperature, determine the auxiliary torque through a preset correspondence.

[0077] In this embodiment, during the speed adjustment process of the engine and front axle motor, controlling the front axle motor to output auxiliary torque is primarily to maintain the engine speed at the target speed. Because the engine and front axle motor need to overcome frictional resistance between their internal components as their speeds increase, without requesting auxiliary torque from the front axle motor, their speeds might decrease, making it impossible to maintain the target speed. The auxiliary torque output by the front axle motor helps maintain their speeds at the target, ensuring successful subsequent gear shifts. Therefore, during the engine and front axle motor speed adjustment process, the TCU requests an auxiliary torque from the HCU, and then the HCU controls the front axle motor to output auxiliary torque to maintain the target speed of the front axle motor after speed adjustment.

[0078] Furthermore, during gear shifts, the engine and front axle motor undergo torque reduction, speed adjustment, and torque increase. During this time, the clutch remains continuously engaged, maintaining a continuous connection between the engine and the front axle motor. Changes in the output torque and speed of the engine and front axle motor, as well as gear changes during gear shifts, all exacerbate the vibration amplitude of the interconnected internal components of the engine, clutch, front axle motor, and transmission, leading to NVH (noise, vibration, and harshness) issues. The front axle motor's auxiliary torque output also helps improve NVH during gear shifts. This is because if the front axle motor speed can be stably maintained at the target speed, it is in a stable speed state. Since the engine is connected to the front axle motor, the stable speed of the front axle motor can consequently improve the engine's speed stability. This effectively reduces the vibration amplitude of the internal components of the engine and front axle motor, thus improving NVH during gear shifts.

[0079] Before requesting auxiliary torque, the TCU needs to determine the specific value of the required auxiliary torque. This auxiliary torque can be determined by querying a preset mapping. The auxiliary torque is determined based on the engine's real-time output torque and the transmission fluid temperature. The preset mapping establishes the correspondence between the engine's real-time output torque, transmission fluid temperature, and auxiliary torque. Given the engine's real-time output torque and transmission fluid temperature, the auxiliary torque can be uniquely determined. Because the preset mapping is pre-defined, quickly querying the preset mapping improves the efficiency of determining the auxiliary torque.

[0080] Step 206: During the process of shifting the vehicle's gear from neutral to the target gear through the transmission, control the first motor to output the target torque; wherein, the target torque is equal to the sum of the auxiliary torque and the real-time output torque of the first motor.

[0081] Specifically, after the engine and front axle motor speed adjustment is completed, the TCU controls the transmission to shift from neutral to the target gear. During this process, the HCU controls the front axle motor to output the target torque. In practice, the TCU sends the auxiliary torque request determined in the above steps to the HCU. The HCU determines the target torque based on the auxiliary torque request and controls the front axle motor to output the target torque. The target torque is equal to the sum of the auxiliary torque and the real-time output torque of the front axle motor. In the aforementioned embodiment, before shifting gears, the engine and front axle motor undergo torque reduction. After torque reduction, the real-time output torque of the front axle motor may be zero or greater than zero. During speed adjustment, the real-time output torque of the front axle motor is greater than zero. In this embodiment, the absolute value of the auxiliary torque is less than 10 Nm. The reason for setting the auxiliary torque to a small value is that the auxiliary torque is mainly used to overcome the frictional resistance between the internal components of the engine and front axle motor when adjusting the speed. Therefore, a smaller auxiliary torque is sufficient to overcome the frictional resistance, and there is no need to set a large auxiliary torque.

[0082] Furthermore, the auxiliary torque is also the output torque of the front axle motor, and it is in the opposite direction to the engine's output torque. Therefore, a "-" symbol is added before the auxiliary torque, meaning the value of the auxiliary torque is between -10 Nm and 0 Nm. If the real-time output torque of the front axle motor is -30 Nm and the auxiliary torque is -5 Nm, then the target torque = -30 Nm + (-5 Nm) = -35 Nm. If the real-time output torque of the front axle motor is 0 Nm and the auxiliary torque is -5 Nm, then the target torque = 0 + (-5 Nm) = -5 Nm.

[0083] By using the method in this embodiment, during the gearbox shifting process, the front axle motor is requested to output additional auxiliary torque on top of the real-time output torque. This ensures that the speed of the front axle motor after speed adjustment is maintained at the target speed, and can significantly improve NVH issues during gear shifting, further enhancing the smoothness of gear shifting and providing users with a good driving experience.

[0084] The following specific examples illustrate the relationship between the engine's real-time output torque, transmission oil temperature, and auxiliary torque in the corresponding relationship.

[0085] In some embodiments, within a preset correspondence, if the real-time output torque remains constant, the auxiliary torque is negatively correlated with the transmission oil temperature; if the transmission oil temperature remains constant, the auxiliary torque is positively correlated with the real-time output torque.

[0086] Specifically, in the vehicle architecture described in this application, the engine, front axle motor, and transmission are mounted on the same shaft, and the rotational speeds of the engine and front axle motor directly affect the transmission. If the transmission oil temperature is too low, the resistance to shaft rotation increases, directly affecting the rotational speeds of the engine and front axle motor, causing them to slow down and fail to maintain the target speed. The auxiliary torque output by the front axle motor is designed to maintain its target output speed. If the transmission oil temperature is too low, the auxiliary torque is increased accordingly, thereby increasing the front axle motor speed and offsetting the effects of the low transmission oil temperature, ensuring that the front axle motor speed remains constant at the target speed.

[0087] Since the clutch remains continuously engaged in this application, the front axle motor is connected to the engine. This means the engine's real-time output torque affects the front axle motor's output torque; if the engine's real-time output torque increases, the front axle motor's auxiliary torque also increases accordingly. Therefore, in the corresponding relationship, if the real-time output torque remains constant, the auxiliary torque decreases as the transmission fluid temperature increases, and increases as the transmission fluid temperature decreases. If the transmission fluid temperature remains constant, the auxiliary torque increases as the real-time output torque increases, and decreases as the real-time output torque decreases. This correspondence is obtained through pre-calibration, where the transmission fluid temperature, the engine's real-time output torque, and the auxiliary torque have a one-to-one numerical correspondence.

[0088] The method in this embodiment pre-calibrates the relationship between the engine's real-time output torque, auxiliary torque, and transmission oil temperature in the correspondence relationship. When it is necessary to determine the auxiliary torque, it can be quickly determined by querying the correspondence relationship. This ensures the accuracy of the auxiliary torque while improving the determination efficiency, which is beneficial for timely improvement of shifting NVH issues.

[0089] In this application, since the shifting process requires a reduction in torque, the vehicle's power performance will be affected. In order to maintain the vehicle's power performance, the second motor needs to output a certain driving torque during the shifting process to temporarily provide power to the vehicle. This will be explained below through specific embodiments.

[0090] In some embodiments, after determining that a gear shifting command has been received, the method further includes:

[0091] The second motor outputs a compensation torque, the value of which is equal to the sum of the output torques of the engine and the first motor, and the value of the compensation torque decreases by a certain amount.

[0092] Specifically, in this embodiment, the second motor can be a rear axle motor. During the process of reducing the output torque and value of the engine and front axle motor to a preset value, the rear axle motor is simultaneously controlled to output a compensating torque, which is equal to the decrease in the output torque and value. For example, if the decrease in the output torque and value is 80 Nm, then the compensating torque is equal to 80 Nm. Setting the compensating torque to be equal to the decrease in the output torque and value is to compensate for the decrease in vehicle driving force during gear shifting. By outputting compensating torque from the rear axle motor, the vehicle's power is maintained, without affecting normal vehicle operation. During gear shifting, the vehicle's power does not decrease, ensuring a good driving experience for the user.

[0093] In hybrid vehicles, gear shifting occurs under two conditions, which are illustrated below through embodiments. In some embodiments, determining that a gear shifting command has been received includes:

[0094] In response to receiving a drive mode switching command between series drive mode and direct drive mode, or receiving a target gear shifting command in direct drive mode, determine that a gear shifting command has been received.

[0095] Specifically, hybrid vehicles include series mode and direct drive mode. On one hand, when switching from series mode to direct drive mode, the target gear in direct drive mode needs to be determined. After the transmission shifts to the target gear, the drive mode switch is completed. On the other hand, when switching from direct drive mode to series mode, the transmission needs to disengage, that is, shift from the current gear to neutral.

[0096] On the other hand, in direct drive mode, when a gear shift is required, a gear change is executed, and the transmission shifts to the target gear to complete the shift. Therefore, upon receiving a drive mode switching command between series drive mode and direct drive mode, or upon receiving a target gear shift command in direct drive mode, it is determined that the vehicle currently has a gear shift requirement, and the shift is executed immediately. The method of this embodiment can accurately determine whether the vehicle has a gear shift requirement, and when such a requirement exists, the gear shift command is executed immediately, ensuring that the vehicle can respond to the gear shift requirement in a timely manner and maintain normal vehicle operation.

[0097] It should be noted that the embodiments of this application can also be further described in the following ways:

[0098] Figure 4 shows a gear shifting timing diagram according to an embodiment of this application. As shown in Figure 4, the gear shifting process includes three stages. Before gear shifting, the vehicle's actual power mode is direct drive mode, the target power mode is direct drive mode, the target gear is first gear, the actual gear is first gear, and the clutch is in a closed state. The engine output torque is not zero, and the vehicle is directly driven by the engine. The front axle motor output torque is not zero, and the front axle motor generates electricity. The rear axle motor output torque is zero, and the front axle motor speed regulation state is not activated. In stage ① of gear shifting, the target gear changes to second gear, and the actual gear is first gear, indicating a gear shifting requirement. The clutch remains closed, and both the engine output torque and the front axle motor output torque decrease to zero, while the rear axle motor output torque increases. In stage ② of gear shifting, the transmission disengages, and the actual gear changes from first gear to neutral. The TCU controls the clutch to open, the engine output torque and the front axle motor output torque remain at zero, the rear axle motor output torque equals the compensation torque, and the front axle motor completes speed regulation. In phase ③ of gear shifting, the transmission engages, changing the actual gear from neutral to second gear, and the TCU controls the clutch to close. Engine output torque and front axle motor output torque gradually recover to their target values ​​according to a gradient, while rear motor output torque gradually decreases to zero according to a gradient. The front axle motor speed control is inactive. This completes the gear shifting process. During this process, the clutch first opens and then closes, making the entire shifting process relatively lengthy.

[0099] To reduce the time spent in the gear shifting process, Figure 5 shows a gear shifting timing diagram according to another embodiment of this application. As shown in Figure 5, the gear shifting process includes three stages. Before gear shifting, the actual power mode of the vehicle is direct drive mode, the target power mode is direct drive mode, the target gear is first gear, the actual gear is first gear, and the clutch is in the closed state. The engine output torque is not zero, the front axle motor output torque is not zero, the rear axle motor output torque is zero, and the front axle motor speed regulation state is not activated. In stage ① of gear shifting, the target gear changes to second gear, the actual gear is first gear, there is a gear shifting requirement, the clutch is still in the closed state, the engine output torque and the front axle motor output torque both decrease to zero, and the rear axle motor output torque increases. In stage ② of gear shifting, the transmission disengages, and the actual gear changes from first gear to neutral. The clutch remains in the closed state, the engine output torque and the front axle motor output torque remain at zero, the rear axle motor output torque equals the compensation torque, and the front axle motor completes speed regulation. In phase ③ of gear shifting, the transmission engages, changing from neutral to second gear, with the clutch remaining engaged. Engine output torque and front axle motor output torque gradually recover to their target values, while rear motor output torque gradually decreases to zero. The front axle motor's speed control is inactive. This completes the gear shifting process. Throughout this process, the clutch remains engaged, reducing the initial engagement and disengagement of the clutch, shortening the shift time, and consequently reducing the probability of unexpected vehicle malfunctions during shifts, thus improving the user's driving experience.

[0100] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the described method.

[0101] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0102] Based on the same technical concept, corresponding to any of the above embodiments, this application also provides a vehicle control device.

[0103] Referring to Figure 6, the vehicle control device includes a processor, wherein the processor is configured to execute the following program modules stored in a memory:

[0104] The torque reduction module 402 is configured to reduce the output torque and value of the engine and the first motor to a preset value in response to determining that a gear shifting command has been received.

[0105] The shift module 404 is configured to shift the vehicle's gear to the target gear indicated by the gear shift command via the transmission, and to keep the clutch in a closed state during the gear shift until the gear shift is completed.

[0106] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0107] The apparatus of the above embodiments is used to implement the corresponding vehicle control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0108] In some embodiments, the torque reduction module 402 is configured to control the output torque of the engine to decrease to a preset value, and to control the output torque of the first motor to decrease to a preset value.

[0109] In some embodiments, the torque reduction module 402 is configured to reduce the output torque of the engine and the output torque of the first motor respectively, and control the sum of the output torques of the engine and the first motor to be equal to a preset value.

[0110] In some embodiments, the shift module 404 is configured to shift the vehicle's gear to neutral via the transmission, thereby adjusting the speeds of the engine and the first motor to the target speeds corresponding to the target gear.

[0111] Based on the engine's real-time output torque and transmission oil temperature, the auxiliary torque is determined through a preset correspondence.

[0112] During the process of shifting the vehicle's gear from neutral to the target gear through the transmission, the first motor is controlled to output the target torque; where the target torque is equal to the sum of the auxiliary torque and the real-time output torque of the first motor.

[0113] In some embodiments, during the process of adjusting the speeds of the engine and the first motor to the target speed corresponding to the target gear, the shift module 404 is configured to increase the sum of the output torques of the engine and the first motor, and the sum of the output torques is in the same direction as the output torque of the engine.

[0114] In some embodiments, during the process of adjusting the speeds of the engine and the first motor to the target speeds corresponding to the target gear, the shift module 404 is configured to increase the sum of the output torques of the engine and the first motor, and the sum of the output torques is in the same direction as the output torque of the first motor.

[0115] In some embodiments, after adjusting the speeds of the engine and the first motor to the target speeds corresponding to the target gear, the shift module 404 is configured to reduce the output torque and value of the engine and the first motor to a preset value.

[0116] In some embodiments, within a preset correspondence, if the real-time output torque remains constant, the auxiliary torque is negatively correlated with the transmission oil temperature; if the transmission oil temperature remains constant, the auxiliary torque is positively correlated with the real-time output torque.

[0117] In some embodiments, a compensation module is further included, configured to control the second motor to output a compensation torque, the value of which is equal to the sum of the output torques of the engine and the first motor, and the value of the compensation torque decreases by a certain amount.

[0118] In some embodiments, the torque reduction module 402 is configured to determine that a gear switching instruction has been received in response to receiving a drive mode switching instruction between a series drive mode and a direct drive mode, or receiving a target gear switching instruction in a direct drive mode.

[0119] In some embodiments, the drive mode switching instruction between the serial drive mode and the direct drive mode includes: a drive mode switching instruction to switch from the serial drive mode to the direct drive mode, or a drive mode switching instruction to switch from the direct drive mode to the serial drive mode.

[0120] In some embodiments, the first motor is a front axle motor.

[0121] In some embodiments, the shift module 404 is configured to shift the vehicle's gear from the current gear to neutral via the transmission; and to shift the vehicle's gear from neutral to the target gear via the transmission.

[0122] Based on the same technical concept, corresponding to any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle control method of any of the above embodiments.

[0123] Figure 7 shows a more specific hardware structure diagram of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0124] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0125] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0126] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0127] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0128] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0129] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0130] The electronic devices described above are used to implement the corresponding vehicle control methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0131] Based on the same technical concept, corresponding to any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing a computer to execute the vehicle control method of any of the above embodiments.

[0132] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0133] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle control method of any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0134] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions. When the computer program instructions are run on a computer, they cause the computer to perform the method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0135] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0136] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0137] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0138] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, include: In response to receiving a gear shift command, the output torque and value of the engine and the first motor are reduced to a preset value; The transmission shifts the vehicle's gear to the target gear indicated by the gear shift command, and the clutch remains closed throughout the gear shift until the shift is complete.

2. The method according to claim 1, characterized in that, The step of reducing the output torque and value of the engine and the first motor to a preset value includes: The output torque of the engine is controlled to decrease to a preset value, and the output torque of the first motor is controlled to decrease to a preset value.

3. The method according to claim 1, characterized in that, The step of reducing the output torque and value of the engine and the first motor to a preset value includes: The output torque of the engine and the output torque of the first motor are reduced respectively, and the sum of the output torques of the engine and the first motor is controlled to be equal to a preset value.

4. The method according to claim 1, characterized in that, The step of shifting the vehicle's gears to the target gear indicated by the gear shift command via the transmission includes: The vehicle's gear is switched to neutral via the transmission, thereby adjusting the speeds of the engine and the first motor to the target speeds corresponding to the target gear. Based on the engine's real-time output torque and transmission oil temperature, the auxiliary torque is determined through a preset correspondence. During the process of shifting the vehicle's gear from neutral to the target gear through the transmission, the first motor is controlled to output a target torque; wherein the target torque is equal to the sum of the auxiliary torque and the real-time output torque of the first motor.

5. The method according to claim 4, characterized in that, The process of adjusting the speeds of the engine and the first motor to the target speed corresponding to the target gear includes: Increase the combined output torque of the engine and the first motor, and ensure that the combined output torque is in the same direction as the output torque of the engine.

6. The method according to claim 4, characterized in that, The process of adjusting the speeds of the engine and the first motor to the target speed corresponding to the target gear includes: Increase the combined output torque of the engine and the first motor, and ensure that the combined output torque is in the same direction as the output torque of the first motor.

7. The method according to claim 4, characterized in that, After adjusting the speeds of the engine and the first motor to the target speeds corresponding to the target gear, the method further includes: The output torque and value of the engine and the first motor are reduced to a preset value.

8. The method according to claim 4, characterized in that, In the preset correspondence, if the real-time output torque remains unchanged, the auxiliary torque is negatively correlated with the transmission oil temperature; if the transmission oil temperature remains unchanged, the auxiliary torque is positively correlated with the real-time output torque.

9. The method according to claim 1, characterized in that, After confirming that a gear shift command has been received, the method further includes: The second motor is controlled to output a compensation torque, the value of which is equal to the sum of the output torques of the engine and the first motor, and the value of the compensation torque decreases by a certain amount.

10. The method according to claim 1, characterized in that, The determination that a gear shift command has been received includes: In response to receiving a drive mode switching command between series drive mode and direct drive mode, or receiving a target gear shifting command in direct drive mode, determine that a gear shifting command has been received.

11. The method according to claim 10, characterized in that, The drive mode switching instructions between the serial drive mode and the direct drive mode include: A drive mode switching instruction for switching from the series drive mode to the direct drive mode, or a drive mode switching instruction for switching from the direct drive mode to the series drive mode.

12. The method according to claim 1, characterized in that, The first motor is a front axle motor.

13. The method according to claim 1, characterized in that, Shifting the vehicle's gears to the target gear indicated by the gear shift command via the transmission includes: The transmission shifts the vehicle's gear from the current gear to neutral. The transmission shifts the vehicle's gear from neutral to the target gear.

14. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 13.

15. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 14.

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