Method for controlling mode switching, and electronic device, vehicle and storage medium

Abstract

A method for controlling mode switching, and an electronic device, a vehicle and a storage medium. The method comprises: during switching of a vehicle from a series mode to a direct-drive mode, when it is determined that a second clutch (1032) is open, controlling a second input shaft (1034) to engage an even gear; if it is detected that the gear of the second input shaft (1034) is neutral, determining that the even gear on the second input shaft (1034) is unavailable; when it is determined that the even gear on the second input shaft (1034) is unavailable, if it is detected that the vehicle meets a preset condition for switching to the series mode, controlling the second clutch (1032) to close; and when the second clutch (1032) is in a closed state, controlling a first clutch (1031) to open, such that the vehicle switches from the direct-drive mode back to the series mode.

Description

A method for switching control modes, an electronic device, a vehicle, and a storage medium.

[0001] This application claims priority to Chinese Patent Application No. 202411749150.2, filed with the State Intellectual Property Office of China on December 2, 2024, entitled "A method, apparatus, vehicle and storage medium for switching control modes", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicles, and more particularly to a method for switching control modes, electronic devices, vehicles, and storage media in the field of vehicles. Background Technology

[0003] Hybrid vehicles, due to their advantages in environmental protection, energy conservation, and meeting diverse driving needs, combined with policy support and growing market demand, are gradually becoming an important choice in the automotive market and demonstrating strong development potential. Hybrid vehicles typically include multiple driving modes, such as direct drive, pure electric, and series drive. These modes usually switch between each other under certain conditions to ensure vehicle driving performance and experience.

[0004] In related technologies, when switching from series mode to direct drive mode, if the even-numbered gears on the second input shaft are unavailable when switching to the second input shaft, the vehicle will be stuck in an intermediate state, resulting in abnormal power output. Summary of the Invention

[0005] This application provides a method for controlling mode switching, an electronic device, a vehicle, and a storage medium. The method enables the vehicle to automatically switch back to series mode when jamming occurs during mode switching, ensuring normal power output of the vehicle.

[0006] In a first aspect, a method for controlling mode switching is provided, applied to a hybrid vehicle. The vehicle includes a hybrid transmission, which includes a first input shaft and a second input shaft. The first input shaft is connected to a first clutch, and the second input shaft is connected to a second clutch. The method includes: during the process of switching the vehicle from a series mode to a direct drive mode, if it is determined that the second clutch is open, controlling the second input shaft to engage an even-numbered gear; if it is detected that the gear on the second input shaft is in neutral, determining that the even-numbered gear on the second input shaft is unavailable; if it is detected that the vehicle meets the preset conditions for switching to the series mode, controlling the second clutch to close, while the second clutch is in the closed state, controlling the first clutch to open, so that the vehicle switches back from the direct drive mode to the series mode.

[0007] In the above technical solution, during the vehicle's switch from series mode to direct drive mode, if it is determined that the even-numbered gears on the second input shaft are unavailable, indicating a mode-changing lag, meaning the vehicle is currently in an intermediate state, the system directly switches the vehicle back to series mode after detecting that the preset conditions for switching to series mode are met. This ensures normal power output and avoids the problem of limited system power output caused by the vehicle being stuck in an intermediate state. Furthermore, directly switching back to the previous series mode is simple, efficient, and ensures normal vehicle operation.

[0008] In some embodiments, if the vehicle is detected to meet the preset conditions for switching to series mode, controlling the second clutch to close includes: if the vehicle is detected to meet the preset conditions for switching to series mode, controlling the front drive motor of the vehicle to rotate based on a target speed; calculating the difference between the actual speed of the front drive motor and the target speed; and controlling the second clutch to close if the difference is less than a preset difference.

[0009] In some embodiments, controlling the first clutch to open when the second clutch is closed includes: controlling the torque output from the vehicle's engine to the front wheels to decrease when the second clutch is closed; and controlling the first clutch to open when the torque output from the vehicle's engine to the front wheels decreases to a preset torque.

[0010] In some embodiments, when the second clutch is engaged, controlling the reduction of the torque output from the vehicle's engine to the front wheels includes: when the second clutch is engaged, outputting the engine's output torque as a generator torque to the vehicle's front drive motor, thereby reducing the torque output from the engine to the front wheels and causing the front drive motor to generate electricity based on the generator torque.

[0011] In some embodiments, before controlling the second input shaft to engage an even-numbered gear when the second clutch is determined to be open, the method further includes: determining whether the vehicle is in a target operating condition when it is determined that the vehicle needs to switch from a series mode to a direct drive mode; wherein the target operating condition is a condition in which the accelerator pedal depth of the vehicle is greater than a preset depth; detecting whether the first input shaft of the vehicle is engaged in an odd-numbered gear when the first input shaft is engaged in an odd-numbered gear; controlling the first clutch to be in a slipping state when the first clutch is in a slipping state; controlling the engine output torque of the vehicle to transmit the engine output torque to the wheels of the vehicle in the slipping state when the first clutch is in a slipping state; and controlling the second clutch to open when the first clutch is in a slipping state.

[0012] In some embodiments, when the first clutch is in a slipping state, controlling the engine output torque of the vehicle to transmit the engine output torque to the vehicle wheels in the slipping state includes: when it is determined that the first clutch is in a slipping state, setting the actual operating mode of the vehicle to a direct drive mode; when the actual operating mode of the vehicle is set to a direct drive mode, controlling the engine output torque of the vehicle, and controlling the clutch pressure of the first clutch to increase as the engine output torque increases, so that the first clutch transmits the engine output torque to the vehicle wheels in the slipping state.

[0013] In some embodiments, when the first clutch is in a slipping state, controlling the second clutch of the vehicle to open includes: when it is determined that the first clutch is in a slipping state, controlling the absolute value of the torque of the front drive motor of the vehicle to decrease; and when it is determined that the absolute value of the actual torque of the front drive motor has decreased to a target torque, controlling the second clutch to open.

[0014] Secondly, a control mode switching device is provided for a hybrid vehicle, the vehicle including a hybrid transmission, the hybrid transmission including: a first input shaft and a second input shaft, the first input shaft being connected to a first clutch, and the second input shaft being connected to a second clutch. The device includes: a first control module, used to control the second input shaft to engage an even-numbered gear when the second clutch is engaged during the process of the vehicle switching from a series mode to a direct drive mode; a determination module, used to determine that the even-numbered gear on the second input shaft is unavailable if the gear on the second input shaft is detected to be neutral; a second control module, used to control the second clutch to close if the vehicle meets preset conditions for switching to a series mode when the even-numbered gear on the second input shaft is determined to be unavailable; and a third control module, used to control the first clutch to open when the second clutch is engaged, so that the vehicle switches back from a direct drive mode to a series mode.

[0015] In some embodiments, the second control module is specifically used to: if the vehicle is detected to meet the preset conditions for switching to series mode, control the front drive motor of the vehicle to rotate based on the target speed; calculate the difference between the actual speed of the front drive motor and the target speed; and control the second clutch to close if the difference is less than the preset difference.

[0016] In some embodiments, the third control module is specifically configured to, when the second clutch is in the closed state, control the reduction of the torque output from the vehicle's engine to the front wheels; and when the torque output from the vehicle's engine to the front wheels is reduced to a preset torque, control the opening of the first clutch.

[0017] In some embodiments, the third control module 404 is specifically configured to, when the second clutch is in the closed state, output the engine's output torque as the generator torque to the vehicle's front drive motor, so as to reduce the torque output by the engine to the front wheels and enable the front drive motor to generate electricity based on the generator torque.

[0018] In some embodiments, the device further includes: a determination module, configured to determine whether the vehicle is in a target operating condition when it is determined that the vehicle needs to switch from a series mode to a direct drive mode; wherein the target operating condition is a condition in which the accelerator pedal depth of the vehicle is greater than a preset depth; a detection module, configured to detect whether the first input shaft of the vehicle is engaged in an odd gear when it is determined that the vehicle is in the target operating condition; a fourth control module, configured to control the first clutch to be in a slipping state when the first input shaft is engaged in an odd gear; and a fifth control module, configured to control the engine output torque of the vehicle when the first clutch is in a slipping state, so that the engine output torque is transmitted to the wheels of the vehicle in the slipping state, and to control the second clutch to be disengaged when the first clutch is in a slipping state.

[0019] In some embodiments, the fifth control module is specifically configured to: when it is determined that the first clutch is in a slipping state, set the actual operating mode of the vehicle to direct drive mode; when the actual operating mode of the vehicle is set to direct drive mode, control the engine output torque of the vehicle, and control the clutch pressure of the first clutch to increase as the engine output torque increases, so that the first clutch transmits the engine output torque to the wheels of the vehicle in a slipping state.

[0020] In some embodiments, the fifth control module is specifically configured to: control the absolute value of the torque of the vehicle's front drive motor to decrease when it is determined that the first clutch is in a slipping state; and control the second clutch to open when it is determined that the absolute value of the actual torque of the front drive motor has decreased to the target torque.

[0021] Thirdly, this application provides an electronic device including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any of the above embodiments.

[0022] Fourthly, this application provides a vehicle including an electronic device for performing the methods described in the first aspect or any of the embodiments described above.

[0023] Fifthly, this application provides a computer program product comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any of the embodiments described above.

[0024] In a sixth aspect, this application provides a non-volatile storage medium storing computer program code that, when run on a computer, causes the computer to perform the methods described in the first aspect or any of the above embodiments. Attached Figure Description

[0025] Figure 1 is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application.

[0026] Figure 2 is a flowchart illustrating a method for switching control modes provided in an embodiment of this application.

[0027] Figure 3 is a timing diagram of a series mode switching to direct drive mode provided in an embodiment of this application.

[0028] Figure 4 is a schematic diagram of a control mode switching device provided in an embodiment of this application.

[0029] Figure 5 is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Embodiments of the present invention

[0030] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0031] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0032] Figure 1 is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application.

[0033] For example, as shown in FIG1, a hybrid vehicle includes: a first motor 101, a first motor controller 102, a hybrid transmission 103, an engine 104, a high-voltage battery 105, a second motor 106, a front wheel 107, a rear wheel 108, and a differential 109.

[0034] The first motor 101 is also called a front-drive motor or a P2.5 motor. The first motor 101 drives the front wheels 107 of the vehicle through the hybrid transmission 103 or works as a generator.

[0035] The first motor controller 102 controls the speed, torque, and direction of the first motor 101. Specifically, by adjusting the current and voltage of the first motor 101, it precisely controls the speed of the first motor 101, ensuring that the first motor 101 operates within its optimal speed range under different operating conditions. Based on the vehicle's needs, it precisely controls the output torque of the first motor 101, ensuring that the vehicle obtains sufficient driving force during acceleration, hill climbing, and other conditions. By controlling the rotation direction of the first motor 101, it ensures that the first motor 101 can rotate forward or reverse when needed.

[0036] The hybrid transmission 103 is a 4-speed transmission with four forward gears: 1st, 2nd, 3rd, and 4th. Specifically, the hybrid transmission includes: a K1 clutch 1031, a K2 clutch 1032, a first input shaft 1033, a second input shaft 1034, a first synchronizer 1035, and a second synchronizer 1036.

[0037] Clutches K1 1031 and K2 1032 are used to connect or disconnect the mechanical connection between the engine 104 and the input shaft of the hybrid transmission 103. The input shaft of the hybrid transmission is the aforementioned first input shaft 1033 and second input shaft 1034. Specifically, clutch K1 1031 is connected to the first input shaft 1033. When clutch K1 1031 is open, the engine 104 is disconnected from the first input shaft 1033. When clutch K1 1031 is closed, the engine 104 is connected to the first input shaft 1033. Clutch K2 1032 is connected to the second input shaft 1034. When clutch K2 1032 is open, the engine 104 is disconnected from the second input shaft 1034. When clutch K2 1032 is closed, the engine 104 is connected to the second input shaft 1034.

[0038] The first input shaft 1033, also known as the odd-numbered shaft, includes odd-numbered gears: 1st gear and 3rd gear. The first synchronizer 1035 is used to select 1st gear or 3rd gear on the first input shaft 1033 so that the engine 104 can transmit the power corresponding to 1st gear or 3rd gear. The second input shaft 1034, also known as the even-numbered shaft, includes even-numbered gears: 2nd gear and 4th gear. The second synchronizer 1036 is used to select 2nd gear or 4th gear on the second input shaft 1034 so that the engine 104 can transmit the power corresponding to 2nd gear or 4th gear.

[0039] The first motor 101 is also connected to the second input shaft 1034 of the hybrid transmission 103, and the K2 clutch 1032 is also used to connect or disconnect the engine 104 from the first motor 101.

[0040] Engine 104 is one of the vehicle's power sources, generating power by burning fuel (such as gasoline or diesel). The power generated by engine 104 is transmitted to hybrid transmission 103 via a clutch, ultimately driving the vehicle's front wheels 107.

[0041] The high-voltage battery 105 is used to supply power to the second motor 106 and the first motor 101 so that the second motor 106 and the first motor 101 output torque to drive the vehicle.

[0042] The second motor 106, also known as the rear-drive motor or P4 motor, transmits power to the rear wheels 108 of the vehicle when it is running, thus driving the vehicle.

[0043] The differential 109 is used to allow the left and right wheels to rotate at different speeds when the vehicle is turning. With the differential 109, the outer wheel can rotate at a faster speed and the inner wheel can rotate at a slower speed, ensuring smooth turning of the vehicle.

[0044] In series mode, clutch K1 1031 is open and clutch K2 1032 is closed. Engine 104 operates, and engine 104 drives first motor 101 to generate electricity via clutch K2 1032. High-voltage battery 105 supplies power to second motor 106, enabling second motor 106 to drive the rear wheels 108 of the vehicle. In other words, in series mode, the electrical energy generated by the front drive motor can charge the high-voltage battery. The front wheels 107 of the vehicle are driven, and the rear drive motor outputs power, driving the rear wheels 108 and propelling the vehicle forward.

[0045] In direct drive mode, the engine 104 and the electric motor jointly drive the vehicle. Specifically, when the vehicle's K1 clutch 1031 or K2 clutch 1032 is engaged, the engine 104 operates, driving the front wheels 107 via the K1 clutch 1031 or K2 clutch 1032. The high-voltage battery 105 supplies power to the second electric motor 106, enabling the second electric motor 106 to drive the rear wheels 108. When the vehicle is in 1st or 3rd gear, the K1 clutch 1031 is engaged; when the vehicle is in 2nd or 4th gear, the K2 clutch 1032 is engaged.

[0046] In direct drive mode, the state of the front drive motor is related to the current vehicle speed, which will be described below:

[0047] In direct drive mode, if the current vehicle speed is less than or equal to the preset speed, the front drive motor is in a non-operating state. This non-operating state can be understood as a zero-torque state, meaning the front drive motor does not output torque and neither drives the front wheels nor charges the battery. In direct drive mode, if the current vehicle speed is greater than the preset speed, the front drive motor is in either generator or driving mode. When the front drive motor is in generator mode, it charges the high-voltage battery. When the front drive motor is in driving mode, the engine and the front drive motor work together to drive the front wheels. The preset speed is typically relatively low.

[0048] In related technologies, when a vehicle with the architecture shown in Figure 1 switches from serial mode to direct drive mode and engages the gear on the second input shaft, if the even-numbered gear on the second input shaft is unavailable, the vehicle will be stuck in an intermediate state, resulting in abnormal power output.

[0049] Based on this, this application proposes a method for controlling mode switching, which automatically switches back to series mode when the vehicle gets stuck during the mode change process, thus ensuring normal power output of the vehicle.

[0050] Figure 2 is a flowchart illustrating a control mode switching method provided in an embodiment of this application. This method is applied to a hybrid vehicle including the architecture shown in Figure 1, and specifically to the electronic devices included in the vehicle. The vehicle includes a hybrid transmission, which comprises a first input shaft and a second input shaft. The first input shaft is connected to a first clutch, and the second input shaft is connected to a second clutch. Specifically, the first input shaft is the odd-numbered shaft 1033 in Figure 1, the second input shaft is the even-numbered shaft 1034 in Figure 1, the first clutch is the K1 clutch 1031 in Figure 1, and the second clutch is the K2 clutch 1032 in Figure 1.

[0051] For example, as shown in Figure 2, the method 200 includes:

[0052] Step 201: During the process of switching the vehicle from serial mode to direct drive mode, if the second clutch is determined to be open, control the second input shaft to engage an even-numbered gear.

[0053] Step 202: If the gear position of the second input shaft is detected to be neutral, then it is determined that the even-numbered gears on the second input shaft are unavailable;

[0054] Step 203: If it is determined that even gears on the second input shaft are unavailable, and if the vehicle is found to meet the preset conditions for switching to series mode, control the second clutch to close.

[0055] Step 204: With the second clutch in the closed state, control the first clutch to open so that the vehicle switches from direct drive mode back to serial mode.

[0056] In the embodiment shown in Figure 2, during the vehicle's switch from series mode to direct drive mode, if it is determined that the even-numbered gears on the second input shaft are unavailable, it indicates that the vehicle is stuck in a mode-changing state. In this case, after detecting that the vehicle meets the preset conditions for switching to series mode, the system directly controls the vehicle to switch back to series mode, ensuring normal power output and avoiding the problem of the system's power output being limited due to the vehicle being stuck in an intermediate state. Furthermore, directly switching back to the series mode before the mode switch is simple and efficient, ensuring normal vehicle operation.

[0057] In step 201, even-numbered gears include gear 2 and gear 4. Controlling the second input shaft to engage an even-numbered gear means controlling the second input shaft to engage gear 2 or gear 4.

[0058] When a vehicle switches from series mode to direct drive mode, meaning the actual operating mode before the mode switch is series mode and the target operating mode is direct drive mode, the first clutch is in the open state, the second clutch is in the closed state, and the second input shaft is in neutral. If it is necessary to engage 2nd or 4th gear on the second input shaft during the switch from series mode to direct drive mode, the second clutch must be in the open state. Therefore, it is possible to control the second input shaft to engage 2nd or 4th gear while ensuring that the second clutch is in the open state.

[0059] In some embodiments, before controlling the second input shaft to engage an even gear after determining that the second clutch is open, the method further includes the following S11 to S14:

[0060] When S11 determines that the vehicle needs to switch from series mode to direct drive mode, it determines whether the vehicle is in the target operating condition.

[0061] The target operating condition is when the depth of the vehicle's accelerator pedal is greater than the preset depth.

[0062] The preset depth is used to determine whether the vehicle is driving with high throttle. When it is determined that the vehicle needs to switch from serial mode to direct drive mode, the current accelerator pedal depth of the vehicle can be obtained. If the accelerator pedal depth is greater than the preset depth (e.g., 90%), it is determined that the vehicle is in the target operating condition.

[0063] In some embodiments, the target operating condition can also be a condition where the vehicle speed is less than a preset speed and the accelerator pedal depth is greater than a preset depth. The preset speed is used to determine whether the vehicle is traveling at a low speed; for example, the preset speed is 15 kph, and the preset depth is 90%. When the vehicle's current speed is less than the preset speed of 15 kph and the accelerator pedal depth is greater than 90% of the preset depth, it can be determined that the vehicle is in a low-speed, high-throttle operating condition, i.e., the vehicle is in the target operating condition. The mode switching method in the embodiments shown below is more effective in the low-speed, high-throttle target operating condition.

[0064] In some embodiments, the scenario in which the vehicle switches from serial mode to direct drive mode under the target operating condition can be defined as a preset scenario. The vehicle's current speed, accelerator pedal depth, actual operating mode and target operating mode are obtained. Based on the vehicle speed, accelerator pedal depth, actual operating mode and target operating mode, it is determined whether the vehicle is in the preset scenario. If it is determined that the vehicle is in the preset scenario, the subsequent mode-switching operation is performed.

[0065] Specifically, when the vehicle's current speed is less than the preset speed, the accelerator pedal depth is greater than the preset depth, the actual operating mode is serial mode, and the target operating mode is direct drive mode, the vehicle is determined to be in a preset scenario.

[0066] In actual driving, the vehicle may be in the aforementioned preset scenarios during the starting phase or when going uphill.

[0067] The target operating mode can be determined based on the vehicle's current operating parameters or based on the user's mode switching command. Understandably, when the vehicle is in series mode and detects that the accelerator pedal depth is greater than a preset depth and the high-voltage battery charge is greater than a preset charge, it can automatically trigger a switch from series mode to direct drive mode, at which point the target operating mode can be determined as direct drive mode. When the user needs the vehicle to switch to direct drive mode, they can send a mode switching command carrying the target operating mode as direct drive mode to the vehicle, at which point the vehicle can determine the target operating mode based on the command.

[0068] In some embodiments, the vehicle is equipped with a low-speed, high-throttle mode switching indicator, and conditions are set for its activation. These conditions include, for example, that the vehicle's current speed is less than a preset speed, the accelerator pedal depth is greater than a preset depth, the actual operating mode is serial mode, and the target operating mode is direct drive mode. The low-speed, high-throttle mode switching indicator is activated when the vehicle's current speed is less than the preset speed, the accelerator pedal depth is greater than the preset depth, the actual operating mode is serial mode, and the target operating mode is direct drive mode. Therefore, it can be determined that the vehicle is in a preset scenario when the low-speed, high-throttle mode switching indicator is activated.

[0069] In some embodiments, the vehicle is further provided with conditions under which the low-speed, high-throttle mode switching flag is not activated. These conditions include, for example, that the target operating mode is not a direct-drive mode, the actual operating mode is not a series mode, the vehicle speed is higher than a preset speed, or the accelerator pedal depth is lower than a preset depth. The low-speed, high-throttle mode switching flag is not activated if any one of these conditions is met: the target operating mode is not a direct-drive mode, the actual operating mode is not a series mode, the vehicle speed is higher than a preset speed, or the accelerator pedal depth is lower than a preset depth.

[0070] In some embodiments, if the low-speed, high-throttle mode switching flag is activated when it is determined that the vehicle meets any of the following conditions: the target operating mode is not direct drive mode, the actual operating mode is not serial mode, the vehicle speed is higher than the preset vehicle speed, or the accelerator pedal depth is lower than the preset depth, the low-speed, high-throttle mode switching flag is still activated, that is, the vehicle is still determined to be in the preset scenario so that the vehicle can continue to complete the mode switching.

[0071] Understandably, when the low-speed, high-throttle mode switching flag is activated, the vehicle has usually already sent a request signal for mode switching and is preparing to switch from serial mode to direct drive mode. If at this time it is detected that the vehicle meets the condition that the low-speed, high-throttle mode switching flag is not activated, the low-speed, high-throttle mode switching flag is still activated to ensure that the vehicle completes the triggered mode switching process and avoids stopping halfway through the process, which could lead to a logical error in the vehicle.

[0072] S12, when the vehicle is determined to be in the target operating condition, detect whether the vehicle's first input shaft is engaged in an odd gear.

[0073] The odd-numbered gears include 1st gear and 3rd gear. Detecting whether the vehicle's first input shaft is engaged in an odd-numbered gear means detecting whether the vehicle's first input shaft is engaged in 1st or 3rd gear. The first input shaft is the first input shaft 1033 in Figure 1. In some embodiments, the input shaft may also be defined as the odd-numbered shaft.

[0074] It is understandable that when the vehicle is driving in series mode, the first clutch is in the open state. The first clutch is the K1 clutch 1031 in Figure 1. As shown in Figure 1, the first input shaft 1033 and the first clutch 1031 are connected. In order to facilitate subsequent mode switching, the vehicle usually engages the odd-numbered shafts in advance in series mode to shorten the time required for subsequent mode switching.

[0075] When engaging an odd-numbered axle, the gear to be engaged on the first input axle can usually be determined based on the vehicle speed. For example, if the vehicle speed is less than or equal to a speed threshold of 60 kph, the gear to be engaged on the first input axle can be determined to be 1st gear; if the vehicle speed is greater than the speed threshold of 60 kph, the gear to be engaged on the first input axle can be determined to be 3rd gear.

[0076] For example, the target operating condition of the vehicle is currently the low-speed, high-throttle operating condition in the above embodiment. The vehicle speed is usually less than the vehicle speed threshold. At this time, the first input shaft will be engaged in first gear. Therefore, when it is determined that the vehicle is in the scenario of switching from serial mode to direct drive mode under the target operating condition, it is possible to detect whether the vehicle's first input shaft is engaged in first gear.

[0077] In some embodiments, the electronic devices included in the hybrid vehicle shown in Figure 1 are specifically control units, which may include: a hybrid transmission control unit (TCU), a vehicle control unit (HCU), an engine management system (EMS), or a front motor control unit (FMCU). The entity executing this control method can specifically be a control unit in the vehicle, such as the aforementioned HCU, TCU, EMS, or FMCU.

[0078] In some embodiments, when it is detected that the vehicle has not pre-engaged a gear on the first input shaft, the first input shaft can be controlled to engage a gear. The specific process of controlling the first input shaft to engage a gear includes: when the HCU determines that the vehicle needs to switch from serial mode to direct drive mode under the target operating condition of low speed and high throttle, it sends a target operating mode request, an odd-numbered shaft target gear request, and an even-numbered shaft target gear request to the vehicle's TCU, so that when the TCU receives the target operating mode request, the odd-numbered shaft target gear request, and the even-numbered shaft target gear request, it controls the first input shaft to engage a gear and controls the second input shaft to disengage a gear; wherein, the target operating mode carried by the target operating mode request is direct drive mode, the target gear carried by the odd-numbered shaft target gear request is 1st gear or 3rd gear, and the target gear carried by the even-numbered shaft target gear request is neutral.

[0079] In some embodiments, the HCU also sends a direct drive target gear request to the TCU, the target gear being 1st or 3rd gear, so that the TCU can determine that the actual gear of the vehicle in direct drive mode is 1st or 3rd gear.

[0080] Figure 3 is a timing diagram of a series mode switching to direct drive mode provided in an embodiment of this application.

[0081] For example, as shown in Figure 3, the series mode switching to direct drive mode includes four stages: stage one (series mode), stage two (gear control stage), stage three (clutch control stage), and stage four (direct drive mode).

[0082] In Phase 1, i.e., in series mode, the vehicle's engine rotates at a certain speed, while the input shaft of the hybrid transmission (i.e., the odd-numbered shaft) rotates at zero speed. The engine outputs a certain torque as the negative torque for the P2.5 motor, driving the P2.5 motor to generate electricity. Both the required torque of the front axle and the actual torque of the K1 clutch are zero, and the vehicle is driven by the rear-drive motor. The K1 clutch (first clutch) is in the open state, and the K2 clutch (second clutch) is in the closed state. The state request for the K1 clutch is open, and the state request for the K2 clutch is closed. Synchronizer 1 (i.e., the first synchronizer 1035 in Figure 1) and synchronizer 2 (i.e., the second synchronizer 1036 in Figure 1) are both in the disengaged state. The target gear request for the odd-numbered shaft, the target gear request for the even-numbered shaft, and the actual target gear request are all in neutral (Gear N), and the target operating mode request is series mode.

[0083] In Phase Two, the target gear request for the odd-numbered shafts changes to 1st gear (Gear 1), while the target gear request for the even-numbered shafts remains in neutral. Synchronizer 1's state changes from synchronized to engaging and then to engaged, thus controlling the odd-numbered shafts to engage 1st gear, with the actual target gear request being 1st gear. Synchronizer 2 remains in the disengaged state. The required torque for the front axle gradually increases, typically increasing to the required torque for the front axle corresponding to the actual gear (e.g., 1st gear) in direct-drive mode. The target operating mode request changes from series mode to direct-drive mode.

[0084] S13, when the first input shaft is engaged in an odd gear, control the first clutch to be in a slipping state.

[0085] Slippage refers to a state where there is relative sliding between the friction plates and the flywheel during clutch engagement, occurring from disengagement to full engagement. In slippage, the speeds of the clutch's two ends may be inconsistent.

[0086] Understandably, in series mode, the first clutch is in the open state. When switching from series mode to direct drive mode, the first clutch usually needs to be closed so that the engine can transmit power to the front wheels of the vehicle through the first clutch and 1st or 3rd gear. Since the vehicle is in a high-throttle target condition or a low-speed high-throttle target condition, the speeds of the two ends of the first clutch are inconsistent, with a large speed difference. Therefore, controlling the first clutch to close at this time means first controlling the first clutch to be in a slipping state, and then controlling the first clutch to close after the speed difference between the two ends of the first clutch is less than a certain value.

[0087] Controlling the first clutch to be in a slipping state includes: the HCU sending a first clutch engagement request to the TCU, so that after the TCU receives the first clutch engagement request and determines that the first input shaft is engaged in first gear, it controls the first clutch to complete pre-filling with oil within a calibrated time period (e.g., within 150ms), thereby controlling the first clutch to be in a slipping state. After the first clutch completes pre-filling with oil, the TCU can also send a signal indicating that the first clutch is in a slipping state to the HCU. The slipping state is an intermediate state of the first clutch during the process of controlling it to be in the closed state. During torque transmission in the slipping state, if the speed difference between the two ends of the first clutch is less than a certain value, the first clutch will close.

[0088] In some embodiments, the HCU also sends a second clutch engagement request to the TCU, so that the TCU maintains the second clutch engaged based on the second clutch engagement request. The second clutch is the K2 clutch shown in Figure 1.

[0089] As shown in Figure 3, in stage two, the state request of clutch K1 changes to a closed request, while the state request of clutch K2 remains a closed request; the actual state of clutch K1 remains open, and the actual state of clutch K2 remains closed. In stage three, the actual state of clutch K1 changes to a slipping state, and in the first half of stage three, the actual state of clutch K2 remains closed.

[0090] S14, when the first clutch is in a slipping state, control the engine output torque of the vehicle so that the engine output torque is transmitted to the wheels of the vehicle while the first clutch is in a slipping state, and control the second clutch to open while the first clutch is in a slipping state.

[0091] Specifically, after receiving a signal from the TCU indicating that the first clutch is in a slipping state, the HCU determines that the first clutch is in a slipping state. Once the slipping state is confirmed, the HCU begins to control the engine output torque.

[0092] As shown in Figure 1, the torque output by the engine is transmitted to the odd-numbered shaft of the hybrid transmission through the first clutch K1 in a slipping state, and then transmitted to the front wheels of the vehicle through the currently engaged first gear.

[0093] As shown in Figure 3, after the actual state of the K1 clutch in stage three becomes slipping, the engine torque gradually increases, the actual K1 clutch torque gradually increases, the engine speed gradually decreases, the speed of the hybrid transmission input shaft (odd shaft) gradually increases, and the engine begins to output torque through the slipping K1 clutch.

[0094] As shown in Figure 1, the vehicle also includes a K2 clutch 1032, i.e., a second clutch, used to control the connection and disconnection of the engine 104 and the second input shaft 1034 of the hybrid transmission 103. The second input shaft 1034 is connected to the first motor 101 (i.e., the front-drive motor), therefore the second clutch also controls the connection and disconnection between the engine 104 and the first motor 101. In series mode, the second clutch is closed, and the engine drives the front-drive motor in reverse to generate electricity. After determining that the first clutch is in a slipping state, the second clutch can also be controlled to open, disconnecting the power output from the engine to the front-drive motor.

[0095] Understandably, the vehicle's current operating condition is a low-speed, high-throttle scenario, indicating that the vehicle requires significant torque to drive it. While the second clutch is engaged, the engine also needs to transmit some torque to the front-drive motor to generate electricity. Therefore, to meet the vehicle's torque requirements, the second clutch needs to be disengaged.

[0096] In the above method, the target operating condition is the condition where the accelerator pedal depth is greater than a preset depth, i.e., the high-throttle condition. When it is determined that the vehicle needs to switch from series mode to direct drive mode under the high-throttle condition, after detecting the engagement of the odd-numbered axle, the vehicle directly controls the first clutch to be in a slipping state. While the first clutch is in a slipping state, the engine output torque is controlled, which can effectively reduce the power output delay during the mode switching process. In this embodiment, when switching from series mode to direct drive mode under the high-throttle condition, power output begins when the clutch is in a slipping state. Compared to related technologies that control the clutch to close before starting power output, controlling the first clutch to slip does not require the speed difference between the two ends of the clutch to be less than a certain value. Therefore, the clutch can be controlled to be in a slipping state after determining the engagement of the odd-numbered axle, and then the engine output power can be controlled, shortening the engine power output time during the mode switching process and effectively reducing the vehicle power output delay.

[0097] In some embodiments, when the first clutch is in a slipping state, controlling the engine output torque of the vehicle to transmit the engine output torque to the vehicle wheels in the slipping state includes: when it is determined that the first clutch is in a slipping state, setting the actual operating mode of the vehicle to a direct drive mode; when the actual operating mode of the vehicle is set to a direct drive mode, controlling the engine output torque of the vehicle, and controlling the clutch pressure of the first clutch to increase as the engine output torque increases, so that the first clutch transmits the engine output torque to the vehicle wheels in the slipping state.

[0098] Specifically, after the HCU determines that the first clutch is in a slipping state, the vehicle can output engine torque to the front wheels through the slipping first clutch. There is a signal in the vehicle indicating the current operating mode. At this time, the signal can be set to direct drive mode, indicating that the actual operating mode of the vehicle is direct drive mode.

[0099] After determining that the first clutch is slipping, the HCU begins to increase the engine torque demand to instruct the engine to start outputting torque. Engine torque demand indicates the torque required by the vehicle's front axle to drive the front wheels.

[0100] Understandably, when the first clutch is open, the engine idles and does not output torque. When the first clutch is closed and the engine needs to output torque, the engine torque demand needs to be increased. After the TCU detects that the vehicle's actual operating mode is set to direct drive mode and the torque demand increased by the HCU, it controls the first clutch to maintain slippage and transmits the engine torque to the front wheels of the vehicle.

[0101] The engine output torque is usually increased gradually from zero to the front axle torque based on a certain slope. The TCU can control the clutch pressure of the first clutch to increase as the engine output torque increases, so as to control the torque transmitted by the first clutch to increase as the engine output torque increases.

[0102] In some embodiments, when the first clutch is in a slipping state, controlling the second clutch of the vehicle to open so that the vehicle switches from a series mode to a direct drive mode includes: when it is determined that the first clutch is in a slipping state, controlling the absolute value of the torque of the front drive motor of the vehicle to decrease; and when it is determined that the absolute value of the actual torque of the front drive motor has decreased to a target torque, controlling the second clutch to open so that the vehicle switches from a series mode to a direct drive mode.

[0103] Understandably, in series mode, the vehicle's engine transmits torque through the closed second clutch, causing the first motor 101 (i.e., the front-drive motor) to reverse and generate electricity. At this time, the front-drive motor exhibits negative torque during power generation. Therefore, the absolute value of the front-drive motor's torque needs to be reduced before the second clutch is opened.

[0104] The target torque is the torque of the front drive motor when the second clutch can be safely disengaged, typically 0 Nm (Newton-meters). Therefore, the second clutch can be controlled to disengage after the absolute value of the front drive motor torque is reduced to 0 Nm. Specifically, when the actual torque of the first motor 101 is 0 Nm, the HCU sends a second clutch disengagement request to the TCU; upon receiving the K2 clutch disengagement request, the TCU controls the second clutch to disengage.

[0105] As shown in Figure 3, in stage three, the first clutch is in a slipping state. In the first half of stage three, the torque of the first motor 101 gradually changes from negative torque to 0 Nm. After the torque of the first motor 101 gradually changes from negative torque to 0 Nm, the state request of clutch K2 changes to an opening request, and the actual state of clutch K2 becomes the open state.

[0106] In some embodiments, in direct drive mode, when the vehicle outputs torque based on the K1 clutch in a slipping state, the difference between the input shaft speed of the hybrid transmission and the engine speed becomes smaller and smaller. When the difference is less than a certain value, the first clutch switches from the slipping state to the closed state.

[0107] As shown in Figure 3, during Phase Four, i.e., in direct drive mode, the engine speed and the input shaft speed of the hybrid transmission are maintained at the target speed for 1st gear. The engine torque and the actual K1 clutch torque remain the same as the torque required by the front axle. The first motor 101 remains at 0 Nm (i.e., in a stopped state), and the K1 clutch switches from a slipping state to a closed state. The K2 clutch is requested to remain open and is actually open, while the K1 clutch is requested to remain closed and is actually closed. The first synchronizer 1035 remains in the gear engagement completed state, and the second synchronizer 1036 remains in the gear disengagement completed state. The target gear for odd-numbered shafts is requested to remain in 1st gear, the target gear for even-numbered shafts is requested to remain in neutral, the actual target gear is requested to remain in 1st gear, and the target operating mode is requested to remain in direct drive mode.

[0108] In the above method, when the vehicle switches from series mode to direct drive mode, the engine's output torque is already being transmitted to the front wheels through the first clutch while it is in a slipping state. At this point, disengaging the second clutch prevents the engine from outputting torque to the front drive motor through the second clutch, thus ensuring the vehicle's driving power. Furthermore, the second clutch is only disengaged when the absolute value of the front drive motor's actual torque decreases to the target torque, ensuring the safety of the front drive motor and preventing the problem of the front drive motor spinning excessively if the second clutch is disengaged before the actual torque has decreased.

[0109] In step 202, after controlling the second input shaft to engage 2nd or 4th gear, the actual gear position of the second input shaft can be monitored. If the actual gear position of the second input shaft is still neutral, it is determined that the even-numbered gears (i.e., 2nd or 4th gear) on the second input shaft are unavailable.

[0110] Understandably, when switching from series mode to direct drive mode under the target condition of high throttle, after controlling the second clutch to open, it is also necessary to engage the second input shaft in advance. The target gear for engaging the second input shaft can be determined based on the current odd-numbered shaft gear. For example, the target gear for engaging the second input shaft is equal to the odd-numbered shaft gear plus 1.

[0111] For example, if the current odd-numbered axis gear is 1st gear, then the target gear for the second input axis is 2nd gear; if the current odd-numbered axis gear is 3rd gear, then the target gear for the second input axis is 4th gear.

[0112] As described in the above embodiment, under the target operating condition of low speed and high throttle, when switching modes, the odd-numbered shaft is controlled to engage first gear. That is, the current gear position of the odd-numbered shaft is first gear. It can be determined that the target gear position of the second input shaft is second gear. Therefore, after the second clutch is opened, the second input shaft is controlled to engage second gear. If, after controlling the second input shaft to engage second gear, the actual gear position of the second input shaft is detected to be neutral, it can be determined that the second gear of the second input shaft is unavailable, and the vehicle's mold-changing state becomes stuck. This stuck state of the vehicle can be referred to as an intermediate state.

[0113] In step 203, if it is determined that the even-numbered gear of the second input shaft is unavailable, it can be determined that the vehicle is currently in an intermediate state and the vehicle is stuck during mode switching. At this time, the vehicle's power output is limited and the vehicle cannot drive normally in direct drive mode. At this time, it is necessary to switch the vehicle to other modes to ensure that the vehicle's power is not limited.

[0114] Understandably, when a vehicle is driving in direct drive mode, it needs to gradually shift gears from 1st to 4th as the vehicle speed changes, with each gear corresponding to a progressively higher speed. If even-numbered gears on the second input shaft are unavailable, meaning the vehicle cannot currently engage 2nd or 4th gear, then the vehicle cannot operate normally in direct drive mode.

[0115] In series mode, the engine does not output power to the front wheels of the vehicle; the vehicle's rear wheels are driven by the rear-drive motor. In this mode, the vehicle does not need to be geared, and its power output is unrestricted. Therefore, if it is determined that even-numbered gears on the second input shaft are unavailable, it can be determined whether the vehicle currently meets the preset conditions for switching to series mode. If the vehicle meets the preset conditions for switching to series mode, the vehicle is switched back to series mode from the intermediate state.

[0116] Among them, the preset conditions include the remaining power of the power battery being less than the preset power (e.g., 20%) and / or the vehicle's total torque requirement being less than the preset torque.

[0117] In the intermediate state, the second clutch is open and the second input shaft is in neutral; in series mode, the second clutch is closed and the second input shaft is in neutral. If it is determined that even-numbered gears on the second input shaft are unavailable, and if the vehicle meets the preset conditions for switching to series mode, the second clutch can be controlled to close.

[0118] In some embodiments, if the vehicle is detected to meet the preset conditions for switching to series mode, controlling the second clutch to close includes: if the vehicle is detected to meet the preset conditions for switching to series mode, controlling the front drive motor of the vehicle to rotate based on a target speed; calculating the difference between the actual speed of the front drive motor and the target speed; and controlling the second clutch to close if the difference is less than a preset difference.

[0119] Understandably, controlling the engagement of the second clutch requires the speed difference between the two ends of the second clutch to be less than a certain value in order to ensure safe clutch engagement.

[0120] As shown in Figure 1, the two ends of clutch K2 1032 (the second clutch) are the first motor 101 (front drive motor) and the engine 104, respectively. When the vehicle switches from series mode to direct drive mode, the second clutch is disengaged after the absolute value of the torque of the front drive motor drops to 0 Nm. In this intermediate state, the front drive motor is in a stopped state, and its speed is 0 or close to 0. In this intermediate state, the engine is in a driving state, meaning it has a relatively high speed. Therefore, if it is determined that even-numbered gears on the second input shaft are unavailable, it is necessary to first control the vehicle's front drive motor to rotate at a target speed to reduce the speed difference between the two ends of the second clutch to a certain value, facilitating subsequent engagement of the second clutch.

[0121] The target speed can be determined based on the engine's current speed. Specifically, the target speed can be obtained by determining the front drive motor speed that makes the gears on both sides of the second clutch rotate at the same speed, based on the engine's current speed.

[0122] During the rotation of the front drive motor, the actual speed of the front drive motor is monitored in real time. When the difference between the actual speed of the front drive motor and the target speed is less than a preset difference, the second clutch is controlled to close. The fact that the difference between the actual speed of the front drive motor and the target speed is less than the preset difference indicates that the speed difference between the two ends of the second clutch is small, and the clutch can be safely closed at this time.

[0123] Specifically, the various signals when switching from the series mode to the direct drive mode are denoted as the first signal. When it is determined that the even-numbered gears on the second input shaft are unavailable, the HCU in the vehicle sends a second odd-numbered shaft target gear signal, a second even-numbered shaft target gear signal, a second target operating mode signal, a second actual operating mode signal, and a shift permission signal to the TCU, and also sends a shift permission signal to the FMCU. Specifically, the target gear carried by the second odd-numbered shaft target gear signal is either 1st or 3rd gear; the target gear carried by the second even-numbered shaft target gear signal is neutral; the target operating mode carried by the second target operating mode signal is series mode; and the actual operating mode carried by the second actual operating mode signal is direct drive mode.

[0124] When the TCU receives the second target operation mode signal, the second actual operation mode signal, the second even-numbered axis target gear signal, the second odd-numbered axis target gear signal, and the shift permission signal sent by the HCU, it determines that the vehicle is currently in an intermediate state. The TCU sends a P2.5 motor speed control activation command to the FMCU, calculates the target speed of the front P2.5 motor based on the current engine speed, and sends the target speed to the FMCU.

[0125] When the FMCU receives the P2.5 motor speed activation command and shift permission command, it controls the P2.5 motor to switch from torque control to speed control. After the P2.5 motor switches to speed control, the FMCU controls the P2.5 motor speed to follow the target speed calculated by the TCU.

[0126] In torque control mode, the front drive motor is controlled to rotate based on the target torque; in speed control mode, the front drive motor is controlled to rotate based on the target speed.

[0127] During the rotation of the front drive motor, the actual speed of the front drive motor is monitored in real time, the difference between the actual speed and the target speed is calculated, and if the difference is less than the preset difference (e.g., 100 rpm), it is determined that the second clutch can be controlled to close. The HCU sends the second clutch closing command to the TCU. After receiving the second clutch closing command sent by the HCU, the TCU quickly closes the second clutch and sends the actual clutch closing status to the HCU.

[0128] In some embodiments, after receiving the second clutch engagement command from the HCU, the TCU determines that the vehicle has switched to series mode. In series mode, the P2.5 motor generates electricity based on the generated torque. The TCU can also send a P2.5 motor speed control deactivation command to the FMCU. After receiving the P2.5 motor speed control deactivation command from the TCU, the FMCU controls the P2.5 motor to switch from speed control to torque control. Once the P2.5 motor is switched to torque control, the FMCU controls the P2.5 motor to generate electricity based on the generated torque.

[0129] In some embodiments, after the K2 clutch is engaged, the vehicle switches to series mode. In series mode, the vehicle does not need to shift gears. The VCU can send a shift disallowed signal to the TCU / FMCU so that the TCU / FMCU no longer controls the vehicle to shift gears.

[0130] In step 204, in the intermediate state, the vehicle's first clutch is engaged, and the first input shaft is in 1st gear. In the serial mode, the vehicle's first clutch is disengaged, and the first input shaft is in 1st, 3rd, or neutral. Therefore, after determining that the second clutch is engaged, the first clutch also needs to be disengaged to switch the vehicle back to serial mode from the current intermediate state.

[0131] In some embodiments, controlling the first clutch to open when the second clutch is closed includes: when the second clutch is closed, reducing the torque output from the vehicle's engine to the front wheels; and when the torque output from the vehicle's engine to the front wheels decreases to a preset torque, controlling the first clutch to open to switch the vehicle from direct drive mode to series drive mode.

[0132] Understandably, in the intermediate state, with the first clutch engaged, the engine outputs torque to the front wheels through the first clutch, driving the front wheels. This means there is a certain amount of torque on the front axle, indicating that the engine is outputting torque to the front wheels. Once the first clutch is disengaged, the engine no longer outputs torque to the front wheels to drive the vehicle. Therefore, before disengaging the first clutch, it is necessary to reduce the engine torque output to the front wheels to a preset torque. This preset torque is typically 0 Nm.

[0133] In some embodiments, the torque output by the vehicle's engine to the front wheels is also referred to as the front axle torque. When the second clutch is engaged, the front axle torque of the vehicle is reduced to a preset torque of 0 Nm, and then the first clutch is controlled to open.

[0134] Specifically, once the second clutch is confirmed to be engaged and the P2.5 motor switches to torque control, the VCU controls the front axle torque to decrease to 0 Nm. After confirming that the front axle torque has decreased to 0 Nm, the HCU sends a first clutch disengagement command to the TCU. Upon receiving the first clutch disengagement command from the HCU, the TCU quickly disengages the first clutch and sends the actual status of the first clutch as open to the HCU.

[0135] In some embodiments, when the first clutch is disengaged, the VCU can also set the vehicle's actual operating mode to serial mode.

[0136] In some embodiments, when the second clutch is engaged, controlling the reduction of the torque output from the vehicle's engine to the front wheels includes: when the second clutch is engaged, outputting the engine's output torque as a generator torque to the vehicle's front drive motor, thereby reducing the torque output from the engine to the front wheels and causing the front drive motor to generate electricity based on the generator torque.

[0137] As shown in Figure 1, the front drive motor is connected to the second clutch. When the second clutch is closed, the engine and the front drive motor are connected. That is, when the second clutch is closed, the vehicle can transmit the torque output by the engine to the front drive motor of the vehicle to generate electricity.

[0138] With the second clutch engaged, the engine's output torque can be used as generator torque, and the generator torque can be transmitted to the front drive motor through the second clutch, thereby reducing the torque output from the engine to the front wheels, which in turn reduces the torque on the vehicle's front axle.

[0139] The front-drive motor can generate electricity based on the transmitted torque and transmit the generated electrical energy to the high-voltage battery to charge the high-voltage battery.

[0140] In some embodiments, reducing the torque output from the engine to the front wheels when the second clutch is engaged further includes controlling the engine to maintain idle speed, reducing the torque output from the engine, and reducing the torque of the vehicle's front axle to 0 Nm.

[0141] Understandably, in direct drive mode, the vehicle's engine drives the front wheels while the rear-drive motor drives the rear wheels, resulting in torque demands on both the front and rear axles. In series drive mode, the vehicle is driven by the rear-drive motor. When switching from this intermediate state to series drive mode, it is necessary to transfer the torque demanded by the front axle to the rear axle to ensure normal vehicle operation.

[0142] In summary, this application directly switches the vehicle back to series mode when a jam occurs during the transition from series mode to direct drive mode, ensuring normal power output and avoiding the problem of limited system power output caused by the vehicle being stuck in an intermediate state. Furthermore, directly switching back to the previous series mode is simple and efficient, ensuring normal vehicle operation. In scenarios where the vehicle is switching from series mode to direct drive mode under high throttle conditions, a significant speed difference between the two ends of the first clutch can be identified. Controlling engine power output while the first clutch is in a slipping state shortens the engine power output time during mode switching compared to related technologies that control the clutch to close before controlling engine torque output, effectively reducing power output delay. Engaging the second clutch while the first clutch is in a slipping state prevents the engine from outputting torque to the front drive motor via the second clutch, ensuring vehicle driving power. Furthermore, the second clutch is only opened when the absolute value of the actual torque of the front drive motor is reduced to the target torque, ensuring the safety of the front drive motor and avoiding the problem of the front drive motor spinning wildly after the second clutch is opened when the actual torque of the front drive motor has not been reduced.

[0143] Figure 4 is a schematic diagram of a control mode switching device provided in an embodiment of this application. It is applied to a hybrid vehicle, the vehicle including a hybrid transmission, the hybrid transmission including: a first input shaft and a second input shaft, the first input shaft being connected to a first clutch, and the second input shaft being connected to a second clutch.

[0144] For example, as shown in FIG4, the device 400 includes:

[0145] The first control module 401 is used to control the second input shaft to engage an even-numbered gear when the second clutch is engaged during the process of the vehicle switching from series mode to direct drive mode.

[0146] The determination module 402 is used to determine that even-numbered gears on the second input shaft are unavailable if the gear position of the second input shaft is detected to be neutral.

[0147] The second control module 403 is used to control the second clutch to close if the vehicle meets the preset conditions for switching to series mode when it is determined that even gears on the second input shaft are unavailable.

[0148] The third control module 404 is used to control the first clutch to open when the second clutch is closed, so that the vehicle can switch from direct drive mode back to serial mode.

[0149] In some embodiments, the second control module 403 is specifically used to: control the front drive motor of the vehicle to rotate based on the target speed if the vehicle is detected to meet the preset conditions for switching to the series mode; calculate the difference between the actual speed of the front drive motor and the target speed; and control the second clutch to close if the difference is less than the preset difference.

[0150] In some embodiments, the third control module 404 is specifically configured to, when the second clutch is in a closed state, control the reduction of the torque output from the vehicle's engine to the front wheels; and when the torque output from the vehicle's engine to the front wheels is reduced to a preset torque, control the opening of the first clutch.

[0151] In some embodiments, the third control module 404 is specifically configured to, when the second clutch is in the closed state, output the engine's output torque as the generator torque to the vehicle's front drive motor, so as to reduce the torque output by the engine to the front wheels and enable the front drive motor to generate electricity based on the generator torque.

[0152] In some embodiments, the device further includes: a determination module, configured to determine whether the vehicle is in a target operating condition when it is determined that the vehicle needs to switch from a series mode to a direct drive mode; wherein the target operating condition is a condition in which the accelerator pedal depth of the vehicle is greater than a preset depth; a detection module, configured to detect whether the first input shaft of the vehicle is engaged in an odd gear when it is determined that the vehicle is in the target operating condition; a fourth control module, configured to control the first clutch to be in a slipping state when the first input shaft is engaged in an odd gear; and a fifth control module, configured to control the engine output torque of the vehicle when the first clutch is in a slipping state, so that the engine output torque is transmitted to the wheels of the vehicle in the slipping state, and to control the second clutch to be disengaged when the first clutch is in a slipping state.

[0153] In some embodiments, the fifth control module is specifically configured to: when it is determined that the first clutch is in a slipping state, set the actual operating mode of the vehicle to direct drive mode; when the actual operating mode of the vehicle is set to direct drive mode, control the engine output torque of the vehicle, and control the clutch pressure of the first clutch to increase as the engine output torque increases, so that the first clutch transmits the engine output torque to the wheels of the vehicle in a slipping state.

[0154] In some embodiments, the fifth control module is specifically configured to: control the absolute value of the torque of the vehicle's front drive motor to decrease when it is determined that the first clutch is in a slipping state; and control the second clutch to open when it is determined that the absolute value of the actual torque of the front drive motor has decreased to the target torque.

[0155] Figure 5 is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0156] For example, as shown in FIG5, the electronic device 500 includes a memory 501 and a processor 502, wherein the memory 501 stores executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a method for controlling mode switching.

[0157] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a control mode switching method provided in embodiments of this application.

[0158] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0159] When each functional module is divided according to its corresponding function, the device may further include a first control module, a determining module, a second control module, and a third control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0160] It should be understood that the device provided in this embodiment is used to execute the above-described method for switching control modes, and therefore can achieve the same effect as the above-described implementation method.

[0161] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0162] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0163] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a control mode switching method provided in the above embodiments.

[0164] This embodiment also provides a vehicle, which includes an electronic device for performing a control mode switching method provided in the above embodiment.

[0165] This embodiment also provides a non-volatile storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a control mode switching method provided in the above embodiment.

[0166] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a control mode switching method provided in the above embodiment.

[0167] In this embodiment, the device, non-volatile storage medium, computer program product or chip are all used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding method provided above, and will not be repeated here.

[0168] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0169] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0170] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for switching control modes, applied to a hybrid vehicle, the vehicle including a hybrid transmission, the hybrid transmission comprising: A first input shaft and a second input shaft, the first input shaft being connected to a first clutch and the second input shaft being connected to a second clutch, the method comprising: During the process of switching the vehicle from series mode to direct drive mode, if the second clutch is determined to be open, control the second input shaft to engage an even gear; If the gear position of the second input shaft is detected to be neutral, then it is determined that the even-numbered gears on the second input shaft are unavailable; If it is determined that even-numbered gears on the second input shaft are unavailable, and if the vehicle is detected to meet the preset conditions for switching to series mode, the second clutch is controlled to close. With the second clutch engaged, the first clutch is engaged to allow the vehicle to switch back from the direct drive mode to the serial drive mode.

2. The method according to claim 1, wherein, If the vehicle is detected to meet the preset conditions for switching to series mode, the second clutch is controlled to close, including: If the vehicle is detected to meet the preset conditions for switching to series mode, the front drive motor of the vehicle is controlled to rotate based on the target speed; Calculate the difference between the actual speed of the front drive motor and the target speed; If the difference is less than a preset difference, the second clutch is controlled to close.

3. The method according to claim 1, wherein, The step of controlling the first clutch to open when the second clutch is in the closed state includes: With the second clutch engaged, the torque output from the vehicle's engine to the front wheels is reduced. When the torque output from the vehicle's engine to the front wheels decreases to a preset torque, the first clutch is controlled to open.

4. The method according to claim 3, wherein, The step of reducing the torque output from the vehicle's engine to the front wheels when the second clutch is engaged includes: With the second clutch engaged, the engine's output torque is used as the generator torque to be output to the vehicle's front drive motor, thereby reducing the torque output from the engine to the front wheels and enabling the front drive motor to generate electricity based on the generator torque.

5. The method according to any one of claims 1 to 4, wherein, Before controlling the second input shaft to engage an even-numbered gear after confirming that the second clutch is engaged, the method further includes: If it is determined that the vehicle needs to switch from serial mode to direct drive mode, determine whether the vehicle is in a target operating condition; wherein, the target operating condition is the condition in which the accelerator pedal depth of the vehicle is greater than a preset depth. When it is determined that the vehicle is in the target operating condition, it is detected whether the first input shaft of the vehicle is engaged in an odd gear. When the first input shaft is engaged in an odd-numbered gear, the first clutch is controlled to be in a slipping state; When the first clutch is in a slipping state, the engine output torque of the vehicle is controlled so that the first clutch transmits the engine output torque to the wheels of the vehicle in the slipping state, and when the first clutch is in a slipping state, the second clutch is controlled to open.

6. The method according to claim 5, wherein, The step of controlling the engine output torque of the vehicle when the first clutch is in a slipping state, so that the first clutch transmits the engine output torque to the wheels of the vehicle in the slipping state, includes: If it is determined that the first clutch is in a slipping state, the actual operating mode of the vehicle is set to direct drive mode; When the actual operating mode of the vehicle is set to direct drive mode, the engine output torque of the vehicle is controlled, and the clutch pressure of the first clutch is controlled to increase as the engine output torque increases, so that the first clutch transmits the engine output torque to the wheels of the vehicle in the slipping state.

7. The method according to claim 5, wherein, The step of controlling the second clutch of the vehicle to open when the first clutch is in a slipping state includes: If it is determined that the first clutch is in a slipping state, the absolute value of the torque of the front drive motor of the vehicle is reduced. When the absolute value of the actual torque of the front drive motor is determined to decrease to the target torque, the second clutch is controlled to open.

8. The method according to any one of claims 1 to 7, wherein, Determine if the vehicle needs to switch from series mode to direct drive mode using the following methods: The vehicle's current speed, accelerator pedal depth, actual operating mode, and target operating mode are obtained. If the vehicle's current speed is less than a preset speed, the accelerator pedal depth is greater than a preset depth, the actual operating mode is serial mode, and the target operating mode is direct drive mode, then it is determined that the vehicle needs to switch from the serial mode to the direct drive mode.

9. The method according to claim 5, wherein, The method further includes: When it is detected that the first input shaft of the vehicle is not engaged in an odd-numbered gear, a target operating mode request, an odd-numbered gear target gear request, and an even-numbered gear target gear request are sent to the vehicle's TCU. This enables the TCU to control the first input shaft to engage a gear and control the second input shaft to disengage a gear upon receiving the target operating mode request, the odd-numbered gear target gear request, and the even-numbered gear target gear request. The target operating mode carried by the target operating mode request is direct drive mode, the target gear carried by the odd-numbered gear target gear request is an odd-numbered gear, and the target gear carried by the even-numbered gear target gear request is neutral.

10. The method according to claim 5, wherein, The control of the first clutch to be in a slipping state includes: A first clutch engagement request is sent to the TCU of the vehicle, so that after the TCU receives the first clutch engagement request and determines that the first input shaft is engaged in an odd gear, it controls the first clutch to complete the pre-filling of oil, so as to control the first clutch to be in a slipping state.

11. The method according to claim 2, wherein, The control of the vehicle's front drive motor to rotate based on a target speed includes: The front drive motor is controlled to switch from torque control to speed control; wherein, under torque control, the front drive motor is controlled to rotate based on a target torque, and under speed control, the front drive motor is controlled to rotate based on a target speed. When the front drive motor is switched to the speed control, the front drive motor is controlled to rotate to follow the target speed.

12. The method according to claim 11, wherein, When the second clutch is in the engaged state, the method further includes: Control the front drive motor to switch from the speed control to the torque control; When the front drive motor is switched to the torque control, the front drive motor is controlled to generate electricity based on the generating torque.

13. An electronic device, the electronic device comprising: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the electronic device to perform the method as described in any one of claims 1 to 12.

14. A vehicle comprising electronic equipment for performing the method as claimed in any one of claims 1 to 12.

15. A non-volatile storage medium storing a computer program that, when executed, implements the method as described in any one of claims 1 to 12.

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