Vehicle control method, storage medium and vehicle

Abstract

The present disclosure belongs to the technical field of vehicles. Provided are a vehicle control method, a storage medium and a vehicle. The method in the embodiments of the present disclosure comprises: when a gear fault occurs in a gearbox, on the basis of a fault type of the gear fault and the current operation mode of a vehicle, determining at least one optional operation mode; and when the vehicle meets a mode switching condition for switching from the current operation mode to a target operation mode, controlling the vehicle to switch from the current operation mode to the target operation mode, wherein the target operation mode is an operation mode among the at least one optional operation mode. Thus, when a gear fault occurs in a gearbox, a vehicle can be controlled to switch to an appropriate target operation mode, thereby ensuring the dynamic performance of the vehicle and ensuring the travelling safety of the vehicle.

Description

Vehicle control method, storage medium and vehicle

[0001] The present disclosure claims priority to the Chinese patent application No. 202411995898.0, filed on December 31, 2024, and entitled "Vehicle control method, storage medium and vehicle", the entire content of which is incorporated herein by reference. TECHNICAL FIELD

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

[0003] The gearbox is an important component of the vehicle, and the gearbox is usually configured with multiple gears to provide different gear ratios. The gearbox can adjust the power output of the power source and the speed of the vehicle under different driving conditions through gear adjustment.

[0004] In the related art, when the vehicle has a gear fault, the power output of the vehicle is usually limited, thereby affecting the power performance of the vehicle and causing the vehicle to easily stall and be out of control. SUMMARY

[0005] The present disclosure provides a vehicle control method, a storage medium and a vehicle to solve the problem that the vehicle easily stalls and is out of control when a gear fault occurs.

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

[0007] In a first aspect, the embodiments of the present disclosure provide a vehicle control method, which comprises: in the case that a gearbox has a gear fault, determining at least one optional operation mode based on a fault type of the gear fault and a current operation mode of a vehicle; in the case that the vehicle meets a mode switching condition of switching from the current operation mode to a target operation mode, controlling the vehicle to switch from the current operation mode to the target operation mode; wherein the target operation mode is an operation mode in the at least one optional operation mode.

[0008] In some embodiments of this disclosure, the vehicle includes an engine, a clutch, and a first motor; the transmission includes a power split mechanism, a transmission input shaft, a transmission output shaft, a first synchronizer, and a second synchronizer; the engine is connected to a first input terminal of the power split mechanism via the clutch, the first motor is connected to a second input terminal of the power split mechanism, the output terminal of the power split mechanism is connected to the transmission input shaft, the second synchronizer is disposed between the transmission input shaft and the transmission output shaft, and the first synchronizer is disposed between the first input terminal and the output terminal; based on the fault type of the gear position fault and the vehicle's... The current operating mode determines at least one optional operating mode, including: when the fault type is a first fault and the current operating mode is a direct drive mode, a pure electric four-wheel drive mode, an idle electric four-wheel drive mode, or a series mode, determining the optional operating mode as a power split mode; the first fault is used to indicate that the engagement gear of the first synchronizer is unavailable; when the fault type is a second fault and the current operating mode is the pure electric four-wheel drive mode, determining the optional operating mode as the direct drive mode, the idle electric four-wheel drive mode, or the power split mode; the second fault is used to indicate that the second synchronizer is in gear and only the current gear is available.

[0009] In some embodiments of this disclosure, controlling the vehicle to switch from the current operating mode to the target operating mode includes: when the current operating mode is the pure electric four-wheel drive mode and the target operating mode is the power split mode, controlling the first synchronizer to switch from the engaged position to the power split position; when the first synchronizer is detected to be in the power split position, controlling the first motor to drive the engine sequentially through the power split mechanism and the clutch to make the engine meet the ignition conditions; when the engine meets the ignition conditions, controlling the engine to ignite; and adjusting the speed of the first motor to switch the clutch from the open state to the closed state.

[0010] In some embodiments of this disclosure, controlling the first motor to sequentially drive the engine through the power splitting mechanism and the clutch to enable the engine to meet the ignition conditions includes: adjusting the torque of the clutch while controlling the first motor to reach a first target motor speed, so that the first motor sequentially drives the engine through the power splitting mechanism and the clutch; controlling the current clutch torque of the clutch to decrease to the target clutch torque when the current engine speed reaches the target engine speed; and determining that the engine meets the ignition conditions when the current clutch torque reaches the target clutch torque.

[0011] In some embodiments of this disclosure, the method further includes: during the process of adjusting the torque of the clutch, controlling the first motor to perform torque compensation based on the current clutch torque, so as to stabilize the first motor at the first target motor speed.

[0012] In some embodiments of this disclosure, the power splitting mechanism includes a ring gear, a sun gear, a plurality of planet gears meshing between the ring gear and the sun gear, and a planet carrier rotatably connected to the plurality of planet gears; the planet carrier is connected to the engine as the first input end, the sun gear is connected to the first motor as the second input end, the ring gear is connected to the gearbox input shaft as the output end, and the first synchronizer is disposed between the planet carrier and the ring gear; adjusting the speed of the first motor to switch the clutch from an open state to a closed state includes: determining the gear ratio between the planet carrier and the sun gear as a first gear ratio when the current gear of the first synchronizer is the power splitting gear; determining a second target motor speed based on the current engine speed and the first gear ratio; and controlling the first motor to follow the second target motor speed to switch the clutch from an open state to a closed state.

[0013] In some embodiments of this disclosure, the method further includes: when the fault type is the first fault and the engine is running, if the current remaining charge of the power battery is less than a charge threshold or the battery charging power is greater than a power threshold, then the first engine stop-start source set for the first fault is set to an active state; when the fault type is the second fault and the engine is running, if the current remaining charge of the power battery is less than a charge threshold or the battery charging power is greater than a power threshold, then the second engine stop-start source set for the second fault is set to an active state; wherein, when the first engine stop-start source or the second engine stop-start source is active, it indicates that the engine is prohibited from stopping operation.

[0014] In some embodiments of this disclosure, the method further includes: when the engine is running, if the first fault is resolved, or if the current remaining battery power is greater than or equal to the battery power threshold and the battery charging power is less than or equal to the power threshold, then setting the first engine stop-start source to an inactive state; when the engine is running, if the second fault is resolved, or if the current remaining battery power is greater than or equal to the battery power threshold and the battery charging power is less than or equal to the power threshold, then setting the second engine stop-start source to an inactive state; wherein, when either the first engine stop-start source or the second engine stop-start source is inactive, it indicates that the engine is allowed to stop running.

[0015] Secondly, based on the same inventive concept, embodiments of this disclosure provide a vehicle control device, the device comprising: a mode determination module, configured to determine at least one selectable operating mode based on the fault type of the gear shift failure and the current operating mode of the vehicle when a gear shift failure occurs in the transmission; and a mode switching module, configured to control the vehicle to switch from the current operating mode to the target operating mode when the vehicle meets the mode switching conditions for switching from the current operating mode to the target operating mode; wherein the target operating mode is an operating mode among at least one selectable operating mode.

[0016] In some embodiments of this disclosure, the vehicle includes an engine, a clutch, and a first motor; the transmission includes a power split mechanism, a transmission input shaft, a transmission output shaft, a first synchronizer, and a second synchronizer; the engine is connected to a first input terminal of the power split mechanism via the clutch, the first motor is connected to a second input terminal of the power split mechanism, the output terminal of the power split mechanism is connected to the transmission input shaft, the second synchronizer is disposed between the transmission input shaft and the transmission output shaft, and the first synchronizer is disposed between the first input terminal and the output terminal; the mode determination module includes: a first mode. A determination submodule is used to determine the optional operating mode as power split mode when the fault type is a first fault and the current operating mode is direct drive mode, pure electric four-wheel drive mode, idle electric four-wheel drive mode, or series mode; the first fault is used to indicate that the engagement gear of the first synchronizer is unavailable; a second mode determination submodule is used to determine the optional operating mode as direct drive mode, idle electric four-wheel drive mode, or power split mode when the fault type is a second fault and the current operating mode is the pure electric four-wheel drive mode; the second fault is used to indicate that the second synchronizer is in gear and only the current gear is available.

[0017] In some embodiments of this disclosure, the mode switching module includes: a first shifting submodule, configured to control the first synchronizer to switch from the engaged gear to the power split gear when the current operating mode is the pure electric four-wheel drive mode and the target operating mode is the power split mode; an engine starting submodule, configured to control the first motor to sequentially drive the engine through the power split mechanism and the clutch to meet the ignition conditions when the first synchronizer is detected to be in the power split gear; and a clutch control submodule, configured to control the engine to ignite when the engine meets the ignition conditions, and to adjust the speed of the first motor to switch the clutch from an open state to a closed state.

[0018] In some embodiments of this disclosure, the engine starting submodule includes: a first torque control unit, configured to adjust the torque of the clutch when the first motor reaches a first target motor speed, so that the first motor sequentially drives the engine through the power splitting mechanism and the clutch; a second torque control unit, configured to control the current clutch torque of the clutch to decrease to the target clutch torque when the current engine speed reaches the target engine speed; and an ignition condition determination unit, configured to determine that the engine meets the ignition conditions when the current clutch torque reaches the target clutch torque.

[0019] In some embodiments of this disclosure, the vehicle control device further includes a torque compensation module, used to control the first motor to perform torque compensation based on the current clutch torque during the process of adjusting the torque of the clutch, so as to stabilize the first motor at the first target motor speed.

[0020] In some embodiments of this disclosure, the power splitting mechanism includes a ring gear, a sun gear, a plurality of planet gears meshing between the ring gear and the sun gear, and a planet carrier rotatably connected to the plurality of planet gears; the planet carrier is connected to the engine as the first input end, the sun gear is connected to the first motor as the second input end, the ring gear is connected to the gearbox input shaft as the output end, and the first synchronizer is disposed between the planet carrier and the ring gear; the clutch control submodule includes: a gear ratio determination unit, used to determine the gear ratio between the planet carrier and the sun gear as a first gear ratio when the current gear of the first synchronizer is the power splitting gear; a motor speed determination unit, used to determine a second target motor speed based on the current engine speed and the first gear ratio; and a clutch control unit, used to control the first motor to follow the second target motor speed so that the clutch switches from an open state to a closed state.

[0021] In some embodiments of this disclosure, the vehicle control device further includes: a first setting module, configured to, when the fault type is the first fault and the engine is running, activate a first engine stop-start source set for the first fault if the current remaining charge of the power battery is less than a charge threshold or the battery charging power is greater than a power threshold; and a second setting module, configured to, when the fault type is the second fault and the engine is running, activate a second engine stop-start source set for the second fault if the current remaining charge of the power battery is less than a charge threshold or the battery charging power is greater than a power threshold; wherein, when the first engine stop-start source or the second engine stop-start source is activated, it indicates that the engine is prohibited from stopping operation.

[0022] In some embodiments of this disclosure, the vehicle control device further includes: a third setting module, configured to, when the engine is running, if the first fault is resolved, or if the current remaining battery power is greater than or equal to the battery power threshold and the battery charging power is less than or equal to the power threshold, set the first engine stop-start source to an inactive state; a fourth setting module, configured to, when the engine is running, if the second fault is resolved, or if the current remaining battery power is greater than or equal to the battery power threshold and the battery charging power is less than or equal to the power threshold, set the second engine stop-start source to an inactive state; wherein, when either the first engine stop-start source or the second engine stop-start source is inactive, it indicates that the engine is allowed to stop running.

[0023] Thirdly, based on the same inventive concept, embodiments of this disclosure provide a computer-readable storage medium having an executable program stored thereon, which, when executed by a processor, implements the vehicle control method proposed in the first aspect of this disclosure.

[0024] Fourthly, based on the same inventive concept, embodiments of this disclosure provide a vehicle, including: a memory for storing an executable program; a processor; and when the executable program is executed by the processor, it implements the vehicle control method proposed in the first aspect of this disclosure.

[0025] Compared with the prior art, this disclosure has the following advantages: The vehicle control method provided in this disclosure, when a gearbox malfunctions, determines at least one optional operating mode based on the malfunction type and the vehicle's current operating mode. This allows the vehicle to switch from the current operating mode to the target operating mode when the switching conditions for switching from the current operating mode to the target operating mode are met; wherein the target operating mode is one of the at least one optional operating modes. Thus, when a gearbox malfunctions, the vehicle can be controlled to switch to a suitable target operating mode, thereby ensuring vehicle power and driving safety. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 is a flowchart of the steps of a vehicle control method according to an embodiment of the present disclosure;

[0028] Figure 2 is a structural schematic diagram of a hybrid vehicle according to an embodiment of the present disclosure;

[0029] Figure 3 is a schematic diagram of the functional modules of a vehicle control device according to an embodiment of the present disclosure;

[0030] Figure 4 is a structural schematic diagram of a vehicle according to an embodiment of the present disclosure. Detailed Implementation

[0031] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] It should be noted that current hybrid vehicles are typically equipped with a four-wheel drive system to improve vehicle stability and off-road capability. This means that the engine and front axle motor are located on the front axle, and the rear axle motor is located on the rear axle. When the vehicle is driving on wet, muddy, or icy roads, the four-wheel drive system can intelligently distribute power to all four wheels, ensuring that each wheel receives sufficient traction.

[0033] In related technologies, when the front axle transmission malfunctions, it typically limits the power output of the front axle. The vehicle can only rely on the rear axle motor for propulsion. This prevents the vehicle from maintaining four-wheel drive, making it prone to slippage or fishtailing, thus affecting driving safety. Simultaneously, the vehicle operates solely by consuming battery power. When the battery is low, the vehicle is susceptible to stalling and breakdowns. It's important to note that stalling indicates insufficient power to maintain normal speed, while a breakdown signifies a malfunction that renders the vehicle immobile.

[0034] To address the issue of vehicle stalling and breakdowns when gear shifting malfunctions, this disclosure aims to provide a vehicle control method. When a gear shifting malfunction occurs, based on the malfunction type and the vehicle's current operating mode, at least one selectable operating mode is determined. The method allows the vehicle to switch from the current operating mode to the target operating mode when the switching conditions for switching from the current operating mode to the target operating mode are met. The target operating mode is one of the at least one selectable operating modes. This allows the vehicle to switch to a suitable target operating mode when a gear shifting malfunction occurs, thereby ensuring vehicle power and driving safety.

[0035] Referring to FIG1, a vehicle control method of the present disclosure is shown, which may include the following steps.

[0036] S101: In the event of a gear position failure in the transmission, at least one optional operating mode shall be determined based on the fault type of the gear position failure and the current operating mode of the vehicle.

[0037] It should be noted that the execution subject in this embodiment can be a computing service device with data processing, network communication and program running functions, or an electronic device with the above functions, such as a vehicle computer, an in-vehicle computer, such as an ECU (Electronic Control Unit), a VCU (Vehicle Control Unit), a TCU (Transmission Control Unit), etc. In this embodiment, the VCU will be used as the execution subject for description.

[0038] In this embodiment, during vehicle operation, the VCU can determine whether a gear position fault has occurred in the transmission by acquiring fault codes sent by the TCU. Furthermore, when a gear position fault is detected, the VCU analyzes and identifies the fault code to determine the type of fault. Different gear position faults have different fault codes.

[0039] In this embodiment, after identifying the fault type, the VCU will determine at least one selectable operating mode for the vehicle based on the vehicle's current operating mode. It should be noted that a selectable operating mode refers to the operating mode the vehicle can enter under the fault condition of that gear.

[0040] It should be noted that the operating mode refers to the drive mode of the vehicle's power system. The specific operating modes of the vehicle can include series mode, pure electric four-wheel drive mode, idle electric four-wheel drive mode, power split mode and direct drive mode, etc., as detailed below.

[0041] In series mode, the engine is in driving mode, the clutch is engaged, the transmission is in neutral, the front axle motor is generating power, and the rear axle motor is driving power. In this mode, the driving force output by the engine drives the front axle motor to generate electricity via the clutch, and the generated electricity is then supplied to the rear axle motor to drive the vehicle.

[0042] In pure electric four-wheel drive mode, the engine is off, the clutch is disengaged, the transmission is in gear, and the front and rear axle motors are in drive mode. At this time, the front axle motor drives the front axle, the rear axle motor drives the rear axle, and the engine does not participate in driving.

[0043] In idle electric four-wheel drive mode, the engine is running, the clutch is open, the transmission is in gear, and both the front and rear axle motors are in drive mode. At this time, the front axle motor drives the front axle, and the rear axle motor drives the rear axle. The engine is idling, and because the clutch is open, it does not output torque. The idle electric four-wheel drive mode, by pre-starting the engine to idle, can quickly engage the clutch when a strong power demand from the driver is detected, allowing the engine to quickly output torque and improve power response performance.

[0044] In power-split mode, the engine is in drive mode, the clutch is engaged, the transmission is in gear, the front axle motor is generating power, and the rear axle motor is driving power. The engine is connected to the front axle motor and the transmission via the clutch and power-split mechanism respectively. In this mode, after passing through the power-split mechanism, part of the engine's output power flows to the front axle motor to charge the battery, and the other part flows to the transmission to directly drive the vehicle.

[0045] In direct drive mode, the engine is in drive mode, the clutch is engaged, the transmission is in gear, and both the front and rear axle motors are in drive mode. In this mode, the engine and front axle motor jointly drive the front axle, while the rear axle motor drives the rear axle.

[0046] In this embodiment, to ensure that the vehicle can maintain four-wheel drive after a gear malfunction, the selectable operating mode can be set to an operating mode that enables the vehicle to be in four-wheel drive. That is, the selectable operating mode is one or more of the following: pure electric four-wheel drive mode, idle electric four-wheel drive mode, power split mode, and direct drive mode.

[0047] In its implementation, the VCU stores an operation mode switching table, which represents the correspondence between fault type, current operation mode, and optional operation modes. After obtaining the fault type and current operation mode, the VCU can quickly determine at least one optional operation mode by looking up the table.

[0048] S102: When the vehicle meets the mode switching conditions for switching from the current operating mode to the target operating mode, control the vehicle to switch from the current operating mode to the target operating mode.

[0049] In this embodiment, the target operating mode is an operating mode among at least one optional operating mode.

[0050] In its implementation, the VCU first acquires the vehicle's operating condition information and, based on this information, determines whether the vehicle meets the mode switching conditions for transitioning from the current operating mode to the target operating mode. If the vehicle meets the mode switching conditions, the VCU controls the vehicle to switch from the current operating mode to the target operating mode. It should be noted that different current operating modes and target operating modes can correspond to different mode switching conditions.

[0051] In this embodiment, the operating condition information may specifically include vehicle status information and / or driver operation information. The vehicle status information includes the vehicle's road condition type and / or the current remaining charge of the power battery, while the driver operation information may include driver-triggered mode switching commands, function activation commands, and / or accelerator pedal opening.

[0052] For example, taking the current operating mode as pure electric four-wheel drive mode as an example. If the target operating mode is direct drive mode, the mode switching condition is the first mode switching condition; if the target operating mode is idle electric four-wheel drive mode, the mode switching condition is the second mode switching condition; if the target operating mode is power split mode, the mode switching condition is the third mode switching condition.

[0053] In its implementation, the VCU can determine that the vehicle meets the third mode switching condition for switching from pure electric four-wheel drive mode to power split mode when it detects that the current operating mode is pure electric four-wheel drive mode, the current remaining battery power is less than the first battery power threshold, and the road condition type is the target type. Then, it can control the vehicle to switch from pure electric four-wheel drive mode to power split mode.

[0054] In its implementation, the VCU can also determine that the vehicle meets the second mode switching condition for switching from pure electric four-wheel drive mode to direct drive mode when it detects that the current operating mode is pure electric four-wheel drive mode, the current remaining battery level is greater than or equal to a second battery level threshold, and the accelerator pedal opening is greater than a first opening threshold. In this case, the VCU can then control the vehicle to switch from pure electric four-wheel drive mode to direct drive mode. The second battery level threshold is greater than or equal to the first battery level threshold.

[0055] In its implementation, the VCU can also determine that the vehicle meets the first mode switching condition for switching from pure electric four-wheel drive mode to idle electric four-wheel drive mode after detecting that the current operating mode is pure electric four-wheel drive mode and the user triggers the function activation command for launch control. It then controls the vehicle to switch from pure electric four-wheel drive mode to idle electric four-wheel drive mode. It should be noted that by pre-starting the engine and maintaining it at idle speed, when a strong power demand from the driver is detected, such as when the accelerator pedal opening exceeds a second threshold, the clutch can be quickly engaged, allowing the engine to rapidly output torque, thereby improving power response performance and enabling launch control.

[0056] This disclosed embodiment can determine at least one selectable operating mode that can keep the vehicle in four-wheel drive mode based on the fault type of the gear shift failure and the vehicle's current operating mode. Then, based on vehicle status information and driver operation information, it controls the vehicle to switch to the appropriate target operating mode. This not only enables the vehicle to maintain four-wheel drive function in the event of a gear shift failure, ensuring vehicle power and driving safety, but also effectively meets the vehicle's charging needs and the driver's power needs, improving the user experience.

[0057] In one feasible implementation, referring to FIG2, a structural schematic diagram of a hybrid vehicle provided in this embodiment is shown. The hybrid vehicle has an engine 101, a clutch 102, a first motor 103, and a gearbox mounted on the front axle. The gearbox includes a power split mechanism 104, a gearbox input shaft 107, a gearbox output shaft 108, a first synchronizer 105, and a second synchronizer 106. The engine 101 is connected to the first input terminal of the power split mechanism 104 via the clutch 102, the first motor 103 is connected to the second input terminal of the power split mechanism 104, and the output terminal of the power split mechanism 104 is connected to the gearbox input shaft 107.

[0058] In this embodiment, the gearbox output shaft 108 is also connected to the front axle wheels via a front axle differential 109, for transmitting power to the front axle wheels via the front axle differential 109 to drive the vehicle's front axle. The hybrid vehicle also has a second motor (not shown) on the rear axle, which transmits power to the rear axle wheels via a rear axle differential (not shown) to drive the vehicle's rear axle.

[0059] In this embodiment, a first synchronizer 105 is disposed between the first input terminal and the output terminal, and is used to connect or disconnect the first input terminal and the output terminal. Specifically, when the first synchronizer 105 is in the connected position, it connects the first input terminal and the output terminal; when the first synchronizer 105 is in the power-split position, it disconnects the first input terminal and the output terminal. It should be noted that the first synchronizer 105 controls the vehicle's switching between power-split mode and other modes; that is, when the first synchronizer 105 is in the power-split position, the vehicle can be in power-split mode. When the first synchronizer 105 is in the connected position, the vehicle can be in other modes besides power-split mode, such as series mode, direct drive mode, or pure electric four-wheel drive mode.

[0060] In this embodiment, the second synchronizer 106 is disposed between the transmission input shaft 107 and the transmission output shaft 108, and is used to engage or disengage the transmission input shaft 107 and the transmission output shaft 108. Specifically, when the second synchronizer 106 is in gear, it engages the transmission input shaft 107 and the transmission output shaft 108. When the second synchronizer 106 is in neutral, it disengages the transmission input shaft 107 and the transmission output shaft 108.

[0061] In a hybrid vehicle based on the above architecture, the step of determining at least one selectable operating mode in S101 based on the fault type of the gear fault and the current operating mode of the vehicle may specifically include the following sub-steps.

[0062] S101-1: When the fault type is the first fault and the current operating mode is direct drive mode, pure electric four-wheel drive mode, idle electric four-wheel drive mode or series mode, the selectable operating mode is determined to be power split mode.

[0063] In this embodiment, the first fault is used to indicate that the engagement position of the first synchronizer 105 is unavailable. At this time, the engagement position of the first synchronizer 105 may have a hardware failure and will not be able to maintain the engagement position smoothly.

[0064] In this embodiment, when the VCU detects a fault type of the first fault, in order to ensure the driving safety of the vehicle, it can directly control the vehicle to switch from the current operating mode to the power split mode without considering the mode switching conditions for switching from the current operating mode to the power split mode.

[0065] In this embodiment, when the first synchronizer 105 experiences a first fault, the selectable operating mode is determined to be the power split mode. By switching the first synchronizer 105 from the engagement position to the power split position, the vehicle can be smoothly switched to the power split mode, thereby effectively maintaining the vehicle's four-wheel drive function.

[0066] It should be noted that if the VCU detects a fault type of 1 and the current operating mode is power shunt mode, then the system operating mode will remain in power shunt mode.

[0067] S101-2: When the fault type is the second fault and the current operating mode is pure electric four-wheel drive mode, determine the selectable operating mode as direct drive mode, idle electric four-wheel drive mode or power split mode.

[0068] In this embodiment, the second fault is used to indicate that the second synchronizer 106 is in gear and only the current gear is available. At this time, the second synchronizer 106 cannot smoothly switch to any of the multiple adjacent gears in neutral.

[0069] For example, the second synchronizer 106 is configured with 1st gear, reverse gear, 2nd gear, and 3rd gear. If the VCU detects that the second synchronizer 106 is in any of the 1st, 2nd, and 3rd gears and the N23, N3R, and N1R gears are all unavailable, then the transmission fault type is determined to be the second fault. Here, N23 represents neutral between 2nd and 3rd gear, N3R represents neutral between 3rd and reverse gear, and N1R represents neutral between 1st and reverse gear.

[0070] In this embodiment, when the VCU detects a second fault, it indicates that although the second synchronizer 106 cannot perform gear shifting, it can still maintain the current gear. At this time, to meet the vehicle's charging needs and the driver's power requirements, the selectable operating mode can be determined as direct drive mode, idle electric four-wheel drive mode, or power split mode. This allows the vehicle to smoothly switch to any of these modes—direct drive mode, idle electric four-wheel drive mode, or power split mode—according to actual needs when the second synchronizer 106 experiences a second fault, effectively ensuring vehicle power and preventing stalling or breakdowns.

[0071] In one feasible implementation, the step of controlling the vehicle to switch from the current operating mode to the target operating mode in S102 may specifically include the following sub-steps.

[0072] S102-1: When the current operating mode is pure electric four-wheel drive mode and the target operating mode is power split mode, control the first synchronizer to switch from the engagement gear to the power split gear.

[0073] In this embodiment, after the VCU detects that the vehicle meets the mode switching conditions from pure electric four-wheel drive mode to power split mode, it will adjust the torque of the first motor 103 to reduce the torque of the first motor 103 acting on the first synchronizer 105, so as to ensure that the first synchronizer 105 can smoothly switch from the engagement gear to the power split gear.

[0074] In practical implementation, the current motor torque of the first motor 103 can be gradually reduced to the target motor torque according to a preset torque adjustment gradient. The torque adjustment gradient represents the change in torque per unit time; for example, it can be set to 100 N·m / s.

[0075] In this embodiment, considering that the torque of the first motor 103 may fluctuate during the torque adjustment process, the torque fluctuation of the first motor 103 will be detected in order to ensure the smooth shifting operation of the first synchronizer 105.

[0076] In the specific implementation, when the VCU detects that the torque difference between the current motor torque and the target motor torque is less than the torque threshold, it will trigger a timing for a first duration. If the first duration is greater than the duration threshold, it indicates that the current motor torque of the first motor 103 is fluctuating slightly near the target motor torque, i.e., it is in a stable operating state. Therefore, it is determined that the first synchronizer 105 meets the gear switching condition. Finally, when the first synchronizer 105 meets the gear switching condition, it controls the first synchronizer 105 to switch from the engagement gear to the power shunt gear. The torque threshold can be set to 3 N·m, and the duration threshold can both be set to 50 ms.

[0077] In this embodiment, by simultaneously monitoring the current motor torque during the torque adjustment of the first motor 103, it is possible to accurately determine whether the first synchronizer 105 meets the gear shifting conditions, thereby ensuring that the first synchronizer 105 can shift gears smoothly and effectively avoiding further damage to the first synchronizer 105 and gear shifting failure.

[0078] S102-2: When the first synchronizer is detected to be in the power split position, the first motor is controlled to drive the engine sequentially through the power split mechanism and the clutch so that the engine meets the ignition conditions.

[0079] In this embodiment, if the VCU detects that the first synchronizer 105 has switched to the power split mode, it will trigger the closing operation of the clutch 102, and use the first motor 103 to drive the engine 101 in sequence through the power split mechanism 104 and the clutch 102.

[0080] It should be noted that since a power splitting mechanism 104 is configured between the engine 101 and the first motor 103, a lever-like structure can be formed. That is, when the clutch 102 is closed, the first motor 103 can transmit the output torque to the engine 101 side with the power splitting mechanism 104 as the fulcrum.

[0081] In its implementation, the VCU sends a motor control request to the motor controller, causing the motor controller to respond to the request and control the first motor 103 to drive the clutch 102 via the power splitting mechanism 104. Simultaneously, the VCU also sends a clutch control request to the transmission controller, causing the transmission controller to respond to the clutch control request by increasing the clutch torque, thereby controlling the clutch 102 to drive the engine 101. Thus, while the first motor 103 drives the clutch 102 to rotate, the clutch 102, under the action of the clutch torque, continuously increases the speed of the engine 101, ultimately enabling the engine 101 to meet the ignition conditions.

[0082] S102-3: When the engine meets the ignition conditions, control the engine to ignite; and adjust the speed of the first motor to switch the clutch from the open state to the closed state.

[0083] In this embodiment, when the VCU detects that the engine 101 meets the ignition conditions, it will send an ignition request to the engine controller so that the engine controller responds to the ignition request and controls the engine 101 to ignite.

[0084] It should be noted that before the clutch 102 is closed, the speed difference between its two ends needs to be controlled to be less than a pre-calibrated closing threshold. This closing threshold needs to be a small value, ideally zero.

[0085] In this embodiment, considering that the speed difference between the two ends of the clutch 102 is large after the engine 101 is ignited, if the clutch is closed directly, it may damage the clutch 102 or cause the clutch to fail to close. Therefore, after the engine 101 is ignited, the VCU will use the current engine speed of the engine 101 as the control basis to adjust the speed of the first motor 103 to reduce the speed difference between the two ends of the clutch 102.

[0086] In a specific implementation, the VCU sends a speed adjustment request to the motor controller, so that the motor controller responds to the speed adjustment request and adjusts the current motor speed of the first motor 103; and when the speed difference between the two ends of the clutch 102 is lower than the closing threshold, it sends a closing request to the gearbox controller, so that the gearbox controller responds to the closing request and controls the clutch 102 to switch from the open state to the closed state.

[0087] In this embodiment, after the VCU detects that the clutch 102 is fully engaged, it will switch the vehicle's current operating mode from pure electric four-wheel drive mode to power split mode, and then control the output torque of the engine 101, the first motor 103 and the second motor according to the torque distribution strategy in the power split mode.

[0088] Specifically, the torque distribution strategy includes a front axle torque distribution strategy and a rear axle torque output strategy. The VCU is used to execute the front axle torque distribution strategy, controlling the engine 101 to output a positive first torque and controlling the first motor 103 to output a negative second torque, wherein the first torque is greater than the absolute value of the second torque. In this way, the engine 101 can directly drive the front axle of the vehicle through the power split mechanism 104, and can also drive the first motor 103 to generate electricity through the power split mechanism 104. At the same time, the VCU is also used to execute the rear axle torque output strategy, controlling the second motor to output a positive third torque to drive the rear axle of the vehicle.

[0089] In this embodiment, after the first synchronizer 105 switches to the power split mode, the first motor 103 drives the engine 101 sequentially through the power split mechanism 104 and the clutch 102. On the one hand, this enables the engine 101 to start quickly without the need for an additional starter motor, saving space and reducing production costs. On the other hand, by adjusting the speed of the first motor 103 after the engine 101 is ignited, the clutch 102 can be controlled to close quickly while ensuring safe gear shifting, allowing the engine 101 to output torque immediately. This effectively shortens the mode switching time, achieves faster power response, and improves the user's driving experience.

[0090] In one feasible implementation, S102-2 may specifically include the following sub-steps.

[0091] S102-2-1: When the first motor is controlled to reach the first target motor speed, the torque of the clutch is adjusted so that the first motor drives the engine in sequence through the power splitting mechanism and the clutch.

[0092] In this embodiment, to ensure that the first motor 103 can smoothly drive the engine 101 through the clutch 102, the VCU will first control the first motor 103 to reach a first target motor speed, for example, the first target motor speed can be set to 1300 rpm. In this way, the speed of the first motor 103 can be effectively avoided from dropping to a low speed state in a short period of time during the process of increasing the clutch torque.

[0093] In a specific implementation, after the VCU detects that the first motor 103 has reached the first target motor speed, it will send a clutch control request containing a preset torque to the transmission controller, so that the transmission controller responds to the clutch control request, controls the clutch 102 to pre-fill with oil, and after the clutch 102 has completed the pre-filling with oil, controls the clutch torque to increase from zero to the preset torque, so that the clutch 102 drags the engine 101, causing the speed of the engine 101 to gradually increase from zero.

[0094] In this embodiment, in order to make the current engine speed of engine 101 rise steadily to the target engine speed, the VCU first determines the current speed change rate of engine 101 at the current moment and the historical speed change rate of the previous moment; then, based on the current speed change rate and the historical speed change rate, it determines the target torque of clutch 102; finally, it controls the current clutch torque of clutch 102 to reach the target torque.

[0095] It should be noted that when the current speed change rate is greater than the historical speed change rate, it means that the engine speed of engine 101 is increasing at a continuously increasing rate under the drag of clutch 102; when the current speed change rate is less than the historical speed change rate, it means that the engine speed of engine 101 is increasing at a continuously decreasing rate under the drag of clutch 102; if the current speed change rate is equal to the historical speed change rate, it means that the engine speed of engine 101 is steadily increasing at the same rate under the drag of clutch 102.

[0096] In its implementation, the VCU determines the adjusting torque based on the difference between the current rate of change and the historical rate of change of speed; then, based on the adjusting torque and the current clutch torque of clutch 102, it determines the target torque of clutch 102. Specifically, when the rate of change difference is positive, the adjusting torque can be set to a negative value to reduce the current clutch torque; when the rate of change difference is negative, the adjusting torque can be set to a positive value to increase the current clutch torque; and when the rate of change difference is zero, the adjusting torque can be set to zero, i.e., keeping the current clutch torque unchanged.

[0097] In this embodiment, by monitoring the rate of change of engine speed 101, dynamic adjustment of clutch torque can be achieved, so that while clutch 102 is dragging engine 101, the current engine speed can steadily reach the target engine speed.

[0098] S102-2-2: When the current engine speed reaches the target engine speed, control the current clutch torque of the clutch to decrease to the target clutch torque.

[0099] In this embodiment, after the VCU detects that the current engine speed has reached the preset engine speed, such as 900 rpm, it can control the first motor 103 to exit the speed control mode, and the engine 101 will further increase the current engine speed to the target engine speed under the action of inertia.

[0100] It should be noted that the target engine speed refers to the speed at which engine 101 can ignite. For example, the target engine speed can be set to 950 rpm.

[0101] In this embodiment, considering the relatively high clutch torque at this time, if the engine 101 is directly ignited, the torque output by the engine 101 after ignition may be transmitted to the wheel end sequentially through the clutch 102 and the power splitting mechanism 104, potentially causing abnormal vehicle vibration or sudden acceleration. Therefore, before controlling the engine 101 to ignite, the VCU will control the current clutch torque to decrease to the target clutch torque. In this way, the torque output by the engine 101 during ignition can be effectively isolated by the clutch 102, ensuring the vehicle's driving stability during mode switching.

[0102] S102-2-3: Determine if the engine meets the ignition conditions when the current clutch torque reaches the target clutch torque.

[0103] In this embodiment, after the VCU detects that the current clutch torque has been reduced to the target clutch torque, it will determine that the engine 101 meets the ignition conditions and then control the engine 101 to perform the ignition operation.

[0104] In one example, after the VCU detects that the first synchronizer 105 has switched to the power split mode, it will control the first motor 103 to follow the speed of the first target motor, for example, 1300 rpm; and count the second duration of the first motor 103 continuously running in the speed range of [1250, 1350]. If the second duration is longer than the second duration threshold, for example, 20 ms, it will control the clutch 102 to perform a pre-filling operation. After the clutch 102 completes the pre-filling operation, it will first control the clutch torque to increase from zero to a preset torque, for example, 15 N·m. During the process of the engine speed rising, the clutch torque will be adjusted in real time according to the speed change of the engine 101 until the current engine speed reaches the target engine speed, for example, 950 rpm. Then, the current clutch torque will be controlled to decrease to 10 N·m. After detecting that the current clutch torque has decreased to 10 N·m, the engine 101 will be ignited.

[0105] In one feasible implementation, the vehicle control method may further include the following steps.

[0106] S201: During the process of adjusting the clutch torque, based on the current clutch torque, the first motor is controlled to perform torque compensation so that the first motor is stabilized at the first target motor speed.

[0107] In this embodiment, considering that the torque of the first motor 103 may be insufficient to maintain the stable speed of the first motor 103 under the action of the clutch torque, in order to maintain the speed of the first motor 103, during the process of adjusting the torque of the clutch 102, the first motor 103 will be controlled to perform torque compensation based on the current clutch torque.

[0108] In a specific implementation, after receiving the current clutch torque from the transmission controller, the VCU can control the first motor 103 to increase the torque to the same level as the current clutch torque, based on the original torque of the first motor 103.

[0109] In its implementation, the VCU can also, during the torque adjustment of the clutch 102, calculate the adjustment torque of the clutch 102 based on the speed changes of the engine 101, and simultaneously adjust the torque of the first motor 103 based on the adjusted torque while simultaneously adjusting the current clutch torque. In this way, the VCU can actively compensate for the torque of the first motor 103 without waiting for feedback from the TCU on the current clutch torque, effectively avoiding control errors caused by signal transmission delays, thereby achieving torque balance and ensuring that the first motor 103 can operate stably at the target motor speed.

[0110] In one feasible embodiment, continuing to refer to FIG2, the power splitting mechanism 104 may specifically include a ring gear 1041, a sun gear 1042, a plurality of planet gears 1043 meshing between the ring gear 1041 and the sun gear 1042, and a planet carrier 1044 rotatably connected to the plurality of planet gears 1043. The planet carrier 1044 serves as the first input end of the power splitting mechanism 104 and is connected to the engine 101, the sun gear 1042 serves as the second input end of the power splitting mechanism 104 and is connected to the first motor 103, the ring gear 1041 serves as the output end of the power splitting mechanism 104 and is connected to the gearbox input shaft 107, and a first synchronizer 105 is disposed between the planet carrier 1044 and the ring gear 1041.

[0111] It should be noted that in power-split mode, the first synchronizer 105 is in the power-split gear. At this time, the planetary carrier 1044 and the ring gear 1041 are disengaged, and the clutch 102 is engaged. The driving force output by the engine 101 is transmitted to the planetary carrier 1044 through the clutch 102. The planetary carrier 1044 then transmits a portion of the driving force sequentially through multiple planetary gears 1043 and the sun gear 1042 to the first motor 103 to drive the first motor 103 to charge the power battery. The first motor 103 is in generator mode at this time. At the same time, since the second synchronizer 106 is in the engaged gear, the planetary carrier 1044 transmits another portion of the driving force sequentially through multiple planetary gears 1043, the ring gear 1041, the transmission input shaft 107, the second synchronizer 106, the transmission output shaft 108, and the front axle differential 109 to the front axle of the vehicle to drive the vehicle.

[0112] Based on the above structure, the step of adjusting the speed of the first motor in S102-3 to switch the clutch from the open state to the closed state may specifically include the following sub-steps.

[0113] S102-3-1: When the current gear of the first synchronizer is the power split gear, the gear ratio between the planet carrier and the sun gear is determined to be the first gear ratio.

[0114] In this embodiment, considering that the gear ratio between the planetary carrier 1044 and the ring gear 1041 is different in different gears of the first synchronizer 105, wherein when the current gear of the first synchronizer 105 is the power split gear, the gear ratio between the planetary carrier 1044 and the ring gear 1041 is the second gear ratio, and then combined with the third gear ratio between the ring gear 1041 and the sun gear 1042, the gear ratio between the planetary carrier 1044 and the sun gear 1042 can be calculated as the first gear ratio.

[0115] S102-3-2: Determine the second target motor speed based on the current engine speed and the first gear ratio.

[0116] In this embodiment, after determining the first gear ratio, the VCU can combine the current engine speed of the engine 101 to determine the second target motor speed that the first motor 103 needs to achieve.

[0117] In a specific implementation, while sending a speed control request containing the second target motor speed to the motor controller, the VCU also sends a speed control flag bit to the motor controller, so that the motor controller controls the first motor 103 to switch from torque control mode to speed control mode, so as to achieve precise control of the speed of the first motor 103.

[0118] In this embodiment, after receiving a speed control request and switching to speed control mode, the motor controller will activate the PI (proportional-integral) speed loop for the first motor 103 to control the current motor speed of the first motor 103 to follow the speed of the second target motor through closed-loop control.

[0119] In this embodiment, by comprehensively considering the current gear of the first synchronizer 105 and the gear ratio between the first motor 103 and the engine 101, the second target motor speed can be accurately calculated. At the same time, by performing closed-loop control on the motor speed, the current motor speed can be quickly and accurately controlled, thereby effectively balancing the speed difference between the two ends of the clutch 102 and ensuring that the clutch 102 can be smoothly closed.

[0120] S102-3-3: Control the first motor to follow the speed of the second target motor so that the clutch switches from the open state to the closed state.

[0121] In specific implementation, in order to achieve rapid closing of clutch 102, VCU can control clutch 102 to switch from open state to slipping state when the speed difference between the current motor speed of the first motor 103 and the second target motor speed is less than the first speed difference threshold; and control clutch 102 to switch from slipping state to closed state when the speed difference is less than the second speed difference threshold.

[0122] In this embodiment, during the torque adjustment of the first motor 103, the current motor speed will continuously approach the second target motor speed. If the VCU detects that the speed difference between the current motor speed and the second target motor speed is less than the first speed difference threshold, it will send a speed inactivation request to the motor controller so that the motor controller responds to the speed inactivation request and exits the PI speed loop for the first motor 103. At the same time, the current clutch torque of the clutch 102 is increased so that the clutch 102 switches from the open state to the slipping state.

[0123] In this embodiment, although the motor controller exits the PI speed loop for the first motor 103, the current motor speed will continue to approach the second target motor speed due to inertia. If the VCU detects that the speed difference between the current motor speed and the second target motor speed is less than a second speed difference threshold, it will send a closing command to the transmission controller, causing the transmission controller to respond to the closing command and control the clutch 102 to perform a closing operation, thereby switching from the slipping state to the closed state. The second speed difference threshold is less than the first speed difference threshold.

[0124] In one example, the first speed difference threshold is set to 100 rpm, and the second speed difference threshold is set to 50 rpm. When the VCU detects that the speed difference between the current motor speed and the second target motor speed is less than 100 rpm, it will exit the speed control for the first motor 103 and control the clutch 102 to enter torque control mode, thereby controlling the clutch 102 to be in a pre-slipping state. In this way, when the first motor 103 further reduces the speed difference to below 50 rpm under the action of inertia, the clutch 102 can complete the engagement in a very short time.

[0125] In this embodiment, after the VCU detects that the clutch 102 is fully engaged, it will switch the vehicle's current operating mode from pure electric four-wheel drive mode to power split mode, and then control the output torque of the engine 101, the first motor 103 and the second motor according to the torque distribution strategy in the power split mode.

[0126] In this embodiment, by controlling the clutch 102 to be in a slipping state in advance, the closing speed of the clutch 102 can be effectively increased, thereby further shortening the mode switching time.

[0127] In one feasible implementation, the vehicle control method may further include the following steps.

[0128] S301: When the fault type is the first fault and the engine is running, if the current remaining power of the power battery is less than the power threshold or the battery charging power is greater than the power threshold, the first engine stop-start source set for the first fault will be set to the active state.

[0129] In this embodiment, when the first engine stop source is in an active state, it indicates that the engine is prohibited from stopping.

[0130] In this embodiment, after the VCU detects a fault type of 'first fault' and starts the engine to put the vehicle into power split mode, if it detects that the remaining battery charge is less than a threshold, it indicates that the engine needs to drive the first motor to charge the power battery. At this time, the first engine stop-start source will be activated to prevent the engine from stopping and ensure that the engine can charge the power battery.

[0131] In this embodiment, after the VCU detects a fault type of 'first fault' and starts the engine to put the vehicle into power split mode, if it detects that the battery charging power is greater than the power threshold, it indicates that the engine is driving the first motor to charge the power battery. At this time, the first engine stop-start source will also be activated to continuously meet the charging needs of the power battery.

[0132] S302: When the fault type is the second fault and the engine is running, if the current remaining power of the power battery is less than the power threshold or the battery charging power is greater than the power threshold, the second engine stop-start source set for the second fault will be set to the active state.

[0133] In this embodiment, when the second engine stop source is activated, it indicates that the engine is prohibited from stopping.

[0134] In this embodiment, after the VCU detects a second fault and starts the engine to put the vehicle into power split mode, if it detects that the current remaining charge of the power battery is less than the charge threshold, it means that the engine needs to drive the first motor to charge the power battery. At this time, the second engine stop-start source will be activated to prevent the engine from stopping and ensure that the engine can charge the power battery.

[0135] In this embodiment, after the VCU detects a second fault and starts the engine to put the vehicle into power split mode, if it detects that the battery charging power is greater than the power threshold, it means that the engine is driving the first motor to charge the power battery. At this time, the second engine stop source will also be activated to meet the continuous charging needs of the power battery.

[0136] In this embodiment, by setting corresponding engine shutdown prevention sources for different fault types, the engine is ensured to remain running even after various shifting faults occur, allowing the vehicle to drive safely when the battery is low. This not only effectively meets the charging needs of the power battery but also satisfies the vehicle's four-wheel drive requirements, ensuring both vehicle power and driving safety.

[0137] In one feasible implementation, the vehicle control method may further include the following steps:

[0138] S401: When the engine is running, if the first fault is cleared, or if the current remaining battery power is greater than or equal to the battery power threshold and the battery charging power is less than or equal to the power threshold, then the first engine stop-start source is set to inactive.

[0139] In this embodiment, when the first engine stop source is not in an active state, it indicates that the engine is allowed to stop running.

[0140] In this embodiment, after the VCU controls the engine to run, if the first fault is detected and resolved, it indicates that the engagement position of the first synchronizer has been restored to a usable state. The VCU can switch the position of the first synchronizer from the power split position to the engagement position, allowing the vehicle to switch from the power split mode to other operating modes. For example, when switching to pure electric four-wheel drive mode, it is necessary to control the engine to stop. Therefore, by setting the first engine stop-start source to an inactive state, it is possible to effectively avoid affecting the normal mode switching of the vehicle.

[0141] In this embodiment, after the VCU controls the engine to run, if it detects that the current remaining battery power is greater than or equal to the battery power threshold and the battery charging power is less than or equal to the power threshold, it indicates that the power battery has no charging requirement. At this time, by setting the first engine shutdown prohibition source to an inactive state, normal engine shutdown is allowed.

[0142] S402: If the second fault is cleared while the engine is running, or if the current remaining battery power is greater than or equal to the battery power threshold and the battery charging power is less than or equal to the power threshold, then the second engine stop-start source is set to inactive.

[0143] In this embodiment, when the second engine stop source is not in an active state, it indicates that the engine is allowed to stop running.

[0144] It should be noted that when the second fault is cleared, it means that the adjacent neutral gear of the current gear of the second synchronizer is available. At this time, the second synchronizer can smoothly switch to the adjacent neutral gear or switch between different gears. For example, if the current gear is 3rd gear and N3R or N23 gears are available, then the second fault is cleared.

[0145] In this embodiment, after the VCU controls the engine to run, if the second fault is detected and resolved, it means that the vehicle can smoothly switch between various operating modes. For example, when switching to pure electric four-wheel drive mode, it is necessary to control the engine to stop. By setting the second engine stop-start source to an inactive state, it is possible to effectively avoid affecting the normal mode switching of the vehicle.

[0146] In this embodiment, after the VCU controls the engine to run, if it detects that the current remaining battery power is greater than or equal to the battery power threshold and the battery charging power is less than or equal to the power threshold, it indicates that the power battery has no charging requirement. At this time, by setting the second engine stop-start source to an inactive state, the engine is allowed to stop normally.

[0147] It should be noted that the first and second engine stop-start sources are only used to prevent the engine from stopping, not to prevent it from starting. The engine can only stop after the vehicle's stop source is activated. Therefore, when the first and / or second engine stop-start sources are set to the inactive state, the engine will not stop running immediately.

[0148] In this embodiment, by comprehensively considering the fault status of the gear position fault, the current remaining power, and the battery charging power, precise control of the first engine stop-start source and the second engine stop-start source can be achieved, thereby enabling timely adjustment of the engine status.

[0149] Thirdly, based on the same inventive concept and referring to FIG3, an embodiment of the present disclosure provides a vehicle control device 300, which includes: a mode determination module 301, used to determine at least one optional operating mode based on the fault type of the gear fault and the current operating mode of the vehicle when a gear fault occurs in the transmission; and a mode switching module 302, used to control the vehicle to switch from the current operating mode to the target operating mode when the vehicle meets the mode switching conditions for switching from the current operating mode to the target operating mode; wherein the target operating mode is an operating mode among at least one optional operating mode.

[0150] In one embodiment of this disclosure, the vehicle includes an engine, a clutch, and a first motor. The transmission includes a power split mechanism, a transmission input shaft, a transmission output shaft, a first synchronizer, and a second synchronizer. The engine is connected to the first input end of the power split mechanism via the clutch, the first motor is connected to the second input end of the power split mechanism, the output end of the power split mechanism is connected to the transmission input shaft, the second synchronizer is disposed between the transmission input shaft and the transmission output shaft, and the first synchronizer is disposed between the first input end and the output end. The mode determination module 301 includes: a first mode determination submodule, used to determine that the selectable operating mode is the power split mode when the fault type is a first fault and the current operating mode is direct drive mode, pure electric four-wheel drive mode, idle electric four-wheel drive mode, or series mode; the first fault is used to indicate that the engagement gear of the first synchronizer is unavailable; and a second mode determination submodule, used to determine that the selectable operating mode is the direct drive mode, idle electric four-wheel drive mode, or power split mode when the fault type is a second fault and the current operating mode is pure electric four-wheel drive mode; the second fault is used to indicate that the second synchronizer is in gear and only the current gear is available.

[0151] In one embodiment of this disclosure, the mode switching module 302 includes: a first shifting submodule, used to control the first synchronizer to switch from the engaged gear to the power split gear when the current operating mode is pure electric four-wheel drive mode and the target operating mode is power split mode; an engine starting submodule, used to control the first motor to drive the engine sequentially through the power split mechanism and the clutch to meet the ignition conditions when the first synchronizer is detected to be in the power split gear; and a clutch control submodule, used to control the engine to ignite when the engine meets the ignition conditions; and to adjust the speed of the first motor to switch the clutch from the open state to the closed state.

[0152] In one embodiment of this disclosure, the engine starting submodule includes: a first torque control unit, used to adjust the torque of the clutch when the first motor reaches a first target motor speed, so that the first motor drives the engine sequentially through the power splitting mechanism and the clutch; a second torque control unit, used to control the current clutch torque of the clutch to decrease to the target clutch torque when the current engine speed of the engine reaches the target engine speed; and an ignition condition determination unit, used to determine that the engine meets the ignition conditions when the current clutch torque reaches the target clutch torque.

[0153] In one embodiment of this disclosure, the vehicle control device 300 further includes a torque compensation module, used to control the first motor to perform torque compensation based on the current clutch torque during the process of adjusting the clutch torque, so as to stabilize the first motor at the first target motor speed.

[0154] In one embodiment of this disclosure, the power splitting mechanism includes a ring gear, a sun gear, a plurality of planet gears meshing between the ring gear and the sun gear, and a planet carrier rotatably connected to the plurality of planet gears. The planet carrier serves as a first input end connected to the engine, the sun gear serves as a second input end connected to the first motor, the ring gear serves as an output end connected to the gearbox input shaft, and a first synchronizer is disposed between the planet carrier and the ring gear. The clutch control submodule includes: a gear ratio determination unit, used to determine the gear ratio between the planet carrier and the sun gear as a first gear ratio when the current gear of the first synchronizer is the power split gear; a motor speed determination unit, used to determine a second target motor speed based on the current engine speed and the first gear ratio; and a clutch control unit, used to control the first motor to follow the second target motor speed, so that the clutch switches from an open state to a closed state.

[0155] In one embodiment of this disclosure, the vehicle control device 300 further includes: a first setting module, configured to, when the fault type is a first fault and the engine is running, set a first engine stop-start source set for the first fault to an active state if the current remaining charge of the power battery is less than a charge threshold or the battery charging power is greater than a power threshold; and a second setting module, configured to, when the fault type is a second fault and the engine is running, set a second engine stop-start source set for the second fault to an active state if the current remaining charge of the power battery is less than a charge threshold or the battery charging power is greater than a power threshold; wherein, when the first engine stop-start source or the second engine stop-start source is active, it indicates that the engine is prohibited from stopping.

[0156] In one embodiment of this disclosure, the vehicle control device 300 further includes: a third setting module, configured to set the first engine stop-start source to an inactive state if the first fault is cleared, or if the current remaining battery power is greater than or equal to a battery power threshold and the battery charging power is less than or equal to a power threshold when the engine is running; and a fourth setting module, configured to set the second engine stop-start source to an inactive state if the second fault is cleared, or if the current remaining battery power is greater than or equal to a battery power threshold and the battery charging power is less than or equal to a power threshold when the engine is running; wherein, when either the first or second engine stop-start source is inactive, it indicates that the engine is allowed to stop running.

[0157] It should be noted that the specific implementation of the vehicle control device 300 in this disclosure refers to the specific implementation of the vehicle control method proposed in the first aspect of the present disclosure, and will not be repeated here.

[0158] Fourthly, based on the same inventive concept, embodiments of this disclosure provide a computer-readable storage medium having an executable program stored thereon, which, when executed by a processor, implements the vehicle control method proposed in the first aspect of this disclosure.

[0159] It should be noted that the specific implementation of the computer-readable storage medium in the embodiments of this disclosure refers to the specific implementation of the vehicle control method proposed in the first aspect of the embodiments of this disclosure, and will not be repeated here.

[0160] Fifthly, referring to FIG4, based on the same inventive concept, the present disclosure provides a vehicle 400, including: a memory 401 for storing an executable program; a processor 402; when the executable program is executed by the processor 402, the vehicle control method proposed in the first aspect of the present disclosure is implemented.

[0161] It should be noted that the specific implementation of the vehicle 400 in this embodiment refers to the specific implementation of the vehicle control method proposed in the first aspect of the present disclosure, and will not be repeated here.

[0162] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, apparatus, or computer program products. Therefore, embodiments of the present invention can take the form of entirely hardware embodiments, entirely software embodiments, or embodiments combining software and hardware aspects. Furthermore, embodiments of the present invention can take the form of computer program products implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0163] Embodiments of the present invention are described with reference to flowchart illustrations and / or block diagrams of methods, terminal devices (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing terminal device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing terminal device, create means for implementing the functions specified in one or more blocks of the flowchart illustrations and / or one or more blocks of the block diagrams.

[0164] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing terminal device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means that implement the functions specified in one or more flowcharts and / or one or more block diagrams.

[0165] These computer program instructions may also be loaded onto a computer or other programmable data processing terminal equipment to cause a series of operational steps to be performed on the computer or other programmable terminal equipment to produce a computer-implemented process, such that the instructions, which execute on the computer or other programmable terminal equipment, provide steps for implementing the functions specified in one or more flowcharts and / or one or more block diagrams.

[0166] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the embodiments of the present invention.

[0167] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or terminal device that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or terminal device. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or terminal device that includes the element.

[0168] The present invention has provided a detailed description of a vehicle control method, storage medium, and vehicle. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, those skilled in the art will recognize that, based on the ideas of the present invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of the present invention.

Claims

1. A vehicle control method, wherein, The method includes: In the event of a gear shift failure in the transmission, at least one optional operating mode is determined based on the fault type of the gear shift failure and the current operating mode of the vehicle. When the vehicle meets the mode switching conditions for switching from the current operating mode to the target operating mode, the vehicle is controlled to switch from the current operating mode to the target operating mode; wherein, the target operating mode is an operating mode among at least one selectable operating mode.

2. The vehicle control method according to claim 1, wherein, The vehicle includes an engine, a clutch, and a first motor. The transmission includes a power split mechanism, a transmission input shaft, a transmission output shaft, a first synchronizer, and a second synchronizer. The engine is connected to the first input end of the power split mechanism via the clutch. The first motor is connected to the second input end of the power split mechanism. The output end of the power split mechanism is connected to the transmission input shaft. The second synchronizer is disposed between the transmission input shaft and the transmission output shaft. The first synchronizer is disposed between the first input end and the output end. Based on the fault type of the gear position fault and the vehicle's current operating mode, at least one optional operating mode is determined, including: When the fault type is the first fault and the current operating mode is direct drive mode, pure electric four-wheel drive mode, idle electric four-wheel drive mode, or series mode, the selectable operating mode is determined to be power split mode; the first fault is used to indicate that the engagement gear of the first synchronizer is unavailable; When the fault type is the second fault and the current operating mode is the pure electric four-wheel drive mode, the selectable operating mode is determined to be the direct drive mode, the idle electric four-wheel drive mode, or the power split mode; the second fault is used to indicate that the second synchronizer is in gear and only the current gear is available.

3. The vehicle control method according to claim 2, wherein, Controlling the vehicle to switch from the current operating mode to the target operating mode includes: When the current operating mode is the pure electric four-wheel drive mode and the target operating mode is the power split mode, control the first synchronizer to switch from the engagement gear to the power split gear; When the first synchronizer is detected to be in the power split position, the first motor is controlled to drive the engine sequentially through the power split mechanism and the clutch so that the engine meets the ignition conditions; When the engine meets the ignition conditions, the engine is controlled to ignite; and the speed of the first motor is adjusted so that the clutch switches from the open state to the closed state.

4. The vehicle control method according to claim 3, wherein, Controlling the first motor to sequentially drive the engine through the power splitting mechanism and the clutch, so that the engine meets the ignition conditions, includes: While controlling the first motor to reach the first target motor speed, the clutch is torque-adjusted so that the first motor drives the engine sequentially through the power splitting mechanism and the clutch; When the current engine speed of the engine reaches the target engine speed, the current clutch torque of the clutch is controlled to be reduced to the target clutch torque; If the current clutch torque reaches the target clutch torque, it is determined that the engine meets the ignition conditions.

5. The vehicle control method according to claim 4, wherein, The torque adjustment of the clutch includes: Determine the current rate of change of engine speed at the current moment and the historical rate of change of engine speed at the previous moment; The adjustment torque is determined based on the difference between the current rate of change of rotational speed and the historical rate of change of rotational speed. Based on the adjusted torque and the current clutch torque of the clutch, the target clutch torque of the clutch is determined.

6. The vehicle control method according to claim 5, wherein, The method further includes: During the torque adjustment of the clutch, based on the current clutch torque, the first motor is controlled to perform torque compensation so that the first motor is stabilized at the first target motor speed.

7. The vehicle control method according to claim 3, wherein, The power splitting mechanism includes a ring gear, a sun gear, a plurality of planet gears meshing between the ring gear and the sun gear, and a planet carrier rotatably connected to the plurality of planet gears; the planet carrier is connected to the engine as the first input end, the sun gear is connected to the first motor as the second input end, the ring gear is connected to the gearbox input shaft as the output end, and the first synchronizer is disposed between the planet carrier and the ring gear; Adjusting the speed of the first motor to switch the clutch from an open state to a closed state includes: When the current gear of the first synchronizer is the power shunt gear, the gear ratio between the planet carrier and the sun gear is determined to be the first gear ratio. Based on the current engine speed and the first gear ratio, determine the second target motor speed; The first motor is controlled to follow the speed of the second target motor so that the clutch switches from the open state to the closed state.

8. The vehicle control method according to claim 7, wherein, The step of controlling the first motor to follow the rotational speed of the second target motor, so that the clutch switches from an open state to a closed state, includes: When the speed difference between the current motor speed of the first motor and the speed of the second target motor is less than the first speed difference threshold, the clutch is controlled to switch from the open state to the slipping state. When the speed difference is less than the second speed difference threshold, the clutch is controlled to switch from the slipping state to the closed state.

9. The vehicle control method according to claim 8, wherein, After the clutch is fully engaged, the method further includes: Set the vehicle's current operating mode from the pure electric four-wheel drive mode to the power split mode; The output torque of the engine, the first motor, and the second motor is controlled according to the torque distribution strategy in the power split mode.

10. The vehicle control method according to claim 3, wherein, The control of the first synchronizer to switch from the engagement position to the power shunt position includes: The torque fluctuation of the first motor is detected; When the torque difference between the current motor torque and the target motor torque is detected to be less than the torque threshold, a timing event for the first duration is triggered. When the first duration exceeds the duration threshold, it is determined that the first synchronizer meets the gear switching condition, and the first synchronizer is controlled to switch from the combined gear to the power shunt gear.

11. The vehicle control method according to claim 2, wherein, The method further includes: When the fault type is the first fault and the engine is running, if the current remaining power of the power battery is less than the power threshold or the battery charging power is greater than the power threshold, the first engine stop-start source set for the first fault will be set to the active state. If the fault type is the second fault and the engine is running, and the current remaining power of the power battery is less than the power threshold or the battery charging power is greater than the power threshold, then the second engine stop-start source set for the second fault will be set to the active state. When either the first engine stop source or the second engine stop source is active, it indicates that the engine is prohibited from stopping operation.

12. The vehicle control method according to claim 11, wherein, The method further includes: If the first fault is resolved when the engine is running, or if the current remaining battery power is greater than or equal to the battery power threshold and the battery charging power is less than or equal to the power threshold, then the first engine stop-start source is set to inactive. If the second fault is resolved when the engine is running, or if the current remaining battery power is greater than or equal to the battery power threshold and the battery charging power is less than or equal to the power threshold, then the second engine stop-start source will be set to an inactive state. When either the first engine stop source or the second engine stop source is not in an active state, it indicates that the engine is allowed to stop running.

13. The vehicle control method according to claim 1, wherein, The method further includes: Obtain the operating condition information of the vehicle; Based on the operating condition information, it is determined whether the vehicle meets the mode switching conditions for switching from the current operating mode to the target operating mode, wherein the operating condition information includes vehicle status information and / or driver operation information.

14. A computer-readable storage medium having an executable program stored thereon, wherein, When the executable program is executed by the processor, it implements the vehicle control method as described in any one of claims 1-13.

15. A vehicle, wherein, include: Memory, used to store executable programs; processor; When the executable program is executed by the processor, the vehicle control method as described in any one of claims 1-13 is implemented.

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