Vehicle control method, electronic device, and vehicle

Abstract

Provided in the present application are a vehicle control method, an electronic device, and a vehicle, which are applied to the technical field of intelligent vehicle control. The method comprises: in response to it being determined that the current driving mode of a vehicle is a target driving mode, acquiring operating data of the vehicle; in response to it being determined that the operating data meets a slip direct-drive condition, determining whether the current vehicle speed of the vehicle is within a target vehicle speed interval; and in response to it being determined that the vehicle speed is within the target vehicle speed interval, controlling a clutch of the vehicle to switch from the current state to a slip state. The present application facilitates the safe traveling of a vehicle on a slippery road surface, and can reduce the consumption of a traction battery; in particular, when the state of charge of the traction battery is relatively low, engine power can be effectively utilized, thereby extending the service life of the battery and the traveling distance of the vehicle.

Description

Vehicle control methods, electronic equipment and vehicles

[0001] This application claims priority to Chinese Patent Application No. 2025101087373, filed on January 23, 2025, entitled "Vehicle Control Method, Electronic Device and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicle intelligent control technology, and in particular to a vehicle control method, electronic device and vehicle. Background Technology

[0003] In traditional hybrid vehicles, driving mode switching is primarily based on vehicle speed and driving needs, and is done automatically. For example, in snow mode, the engine directly drives the vehicle at higher speeds, while at lower speeds, the vehicle is driven by the electric motor. If the vehicle is driven at low speeds for an extended period, it will cause continuous battery consumption, thus affecting the vehicle's range. Technical content

[0004] In view of this, the purpose of this application is to provide a vehicle control method, electronic equipment and vehicle to improve the vehicle's range.

[0005] To achieve the above objectives, this application provides a vehicle control method, comprising:

[0006] In response to determining that the vehicle's current driving mode is the target driving mode, the vehicle's operating data is acquired; the target driving mode is the driving mode that needs to be determined whether the current vehicle can enter the coasting direct drive mode.

[0007] In response to the determination that the operating data meets the conditions for skid direct drive, it is determined whether the vehicle's current speed is within the target speed range; the skid direct drive conditions limit the conditions under which the vehicle can enter the skid direct drive mode, and the target speed range represents the range of vehicle speeds within which the skid direct drive mode can operate effectively.

[0008] In response to determining that the vehicle speed is within the target speed range, the clutch of the vehicle is controlled to switch from the current state to the slipping state; the slipping state is the state of the clutch between the engaged state and the disengaged state.

[0009] Optionally, controlling the vehicle's clutch to switch from its current state to a slippery state includes:

[0010] In response to determining that the current state is disengaged, the clutch of the vehicle is controlled to switch from disengaged to slipping state;

[0011] In response to determining that the current state is a coupled state, determine the vehicle's current drive mode;

[0012] Based on the vehicle's current drive mode, control the vehicle's clutch to switch from an engaged state to a slippery state.

[0013] Optionally, depending on the vehicle's current drive mode, control the vehicle's clutch to switch from an engaged state to a slippery state, including:

[0014] In response to determining that the current drive mode is direct drive mode, the vehicle's clutch is controlled to switch from the engaged state to the slipping state;

[0015] In response to determining that the current drive mode is series mode, the clutch of the vehicle is controlled to switch from the engaged state to the disengaged state, and then the clutch is controlled to switch from the disengaged state to the slipping state, so that the drive mode of the vehicle is switched to slipping direct drive mode.

[0016] Optionally, after controlling the vehicle's clutch to switch from its current state to a slippery state, the following may also be included:

[0017] In response to receiving a switching command to switch the vehicle to series mode, the clutch is switched from slipping state to disengaged state, and then switched from disengaged state to engaged state, so that the vehicle is in series mode.

[0018] Optionally, after controlling the vehicle's clutch to switch from its current state to a slippery state, the following may also be included:

[0019] In response to determining that the vehicle speed is outside the target speed range, the clutch is controlled to switch from slipping to disengaged or engaged state according to the vehicle speed.

[0020] Optionally, determining that the vehicle speed is outside the target speed range includes:

[0021] In response to a vehicle speed exceeding the upper limit of the target speed range or a vehicle speed falling below the lower limit of the target speed range, it is determined that the vehicle speed is outside the target speed range.

[0022] Optionally, the clutch can be switched from a slipping state to an disengaged state or an engaged state based on vehicle speed, including:

[0023] In response to determining that the vehicle speed is greater than the upper limit of the target vehicle speed range, the clutch is switched from the slipping state to the engaged state;

[0024] In response to determining that the vehicle speed is less than the lower limit of the target vehicle speed range, the clutch is switched from slipping to disengaged.

[0025] Optionally, the operating data includes the vehicle's battery charge and the activation status of the vehicle's electronic stability system; determining whether the operating data meets the conditions for direct-drive friction includes:

[0026] In response to determining that the vehicle's power battery charge is less than or equal to a preset charge and that the vehicle's electronic stability system is inactive, the system determines that the operating data meets the conditions for direct-drive friction.

[0027] Optionally, after controlling the vehicle's clutch to switch from its current state to a slippery state, the following may also be included:

[0028] The intervention torque sent by the transmission control unit is determined as the engine fast-circuit torque;

[0029] The requested air torque value is determined and compared with the maximum engine torque limit value sent by the transmission control unit. The minimum value between the requested air torque value and the maximum engine torque limit value is determined as the engine slow-path torque.

[0030] Optionally, the target speed range is determined based on the effective speed range of the vehicle's coasting direct drive mode.

[0031] Optionally, controlling the vehicle's clutch to switch from its current state to a slippery state includes:

[0032] Control signals are generated based on real-time vehicle data and preset parameters;

[0033] Adjust the clutch's operating state and pressure according to the control signal to switch the clutch from the current state to the slipping state.

[0034] Optionally, in direct drive mode, the engine directly drives the vehicle.

[0035] Optionally, in series mode, the engine drives the motor to generate electricity.

[0036] To achieve the above objectives, this application provides a vehicle control device, comprising:

[0037] The acquisition module is configured to acquire vehicle operating data in response to determining that the vehicle's current driving mode is the target driving mode;

[0038] The judgment module is configured to determine whether the vehicle's current speed is within the target speed range in response to determining that the operating data meets the slip-flick direct drive conditions.

[0039] The control module is configured to control the vehicle's clutch to switch from the current state to a slipping state in response to determining that the vehicle speed is within a target speed range.

[0040] Based on the same technical concept, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the above method when executing the computer program.

[0041] Based on the same technical concept, this application also provides a vehicle that includes the aforementioned electronic equipment.

[0042] As can be seen from the above, the vehicle control method, electronic equipment, and vehicle provided in this application include: in response to determining that the current driving mode of the vehicle is a target driving mode, indicating that the vehicle is currently driving on a slippery road surface with low friction and a low speed, making it easier to activate the electric motor to drive the vehicle, acquiring the vehicle's operating data; in response to determining that the operating data meets the slippery direct drive conditions, indicating that the vehicle currently allows the clutch to switch to a slippery state, determining whether the vehicle's current speed is within the target speed range; in response to determining that the speed is within the target speed range, indicating that the speed is within the range where the electric motor needs to be activated to drive the vehicle, controlling the vehicle's clutch to switch from the current state to the slippery state; in the slippery state, the clutch allows partial torque transmission between the engine and the drive system, which helps the vehicle drive safely on slippery roads, without needing to drive the vehicle through the electric motor, reducing the consumption of the power battery, especially when the power battery charge is low, effectively utilizing the engine's power, extending battery life and vehicle driving range. Attached Figure Description

[0043] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0044] Figure 1 is a flowchart of a vehicle control method according to an embodiment of this application;

[0045] Figure 2 is a schematic diagram of the vehicle in the vehicle control method of this application embodiment;

[0046] Figure 3 is a schematic diagram of a vehicle control device according to an embodiment of this application;

[0047] Figure 4 is a schematic diagram of the hardware structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0049] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0050] In traditional hybrid vehicles, driving mode switching is primarily based on vehicle speed and driving needs, and is automated. For example, in snow mode, when the vehicle speed exceeds 30 km / h, direct drive mode is typically used, meaning the engine directly drives the vehicle; while when the vehicle speed is below 30 km / h, it switches to Eidle mode, where the engine idles, the clutch disengages, and the front and rear electric motors provide pure electric drive. While this mode switching can handle different road conditions, it has some drawbacks in practical use. In winter snow mode, prolonged low-speed driving will keep the vehicle in Eidle mode, leading to continuous battery consumption and affecting the vehicle's range. In such cases, users may experience inconvenience due to frequent low battery warnings, resulting in customer complaints. In traditional systems, the application scenarios for low-speed direct drive are limited, only activating at specific speeds. This restricts the application of direct drive mode under low-speed conditions, reducing driving flexibility and adaptability.

[0051] Based on the above issues, the applicant discovered that: in response to determining that the vehicle's current driving mode is the target driving mode, the vehicle's operating data is acquired; in response to determining that the operating data meets the conditions for direct drive with gliding, the vehicle's current speed is determined to be within the target speed range; and in response to determining that the speed is within the target speed range, the vehicle's clutch is controlled to switch from the current state to a gliding state. This can expand the speed range for direct drive, reduce reliance on pure electric driving, and simplify the switching process between modes, thereby improving vehicle performance and user satisfaction in snow mode.

[0052] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0053] This application provides a vehicle control method, as shown in Figure 1. In some embodiments, the method is executed by a vehicle controller or a data processor independently of the vehicle controller. Subsequent embodiments will use a vehicle controller as an example for illustration. The method includes:

[0054] S101. In response to determining that the current driving mode of the vehicle is the target driving mode, obtain the vehicle's operating data;

[0055] In practice, the system detects and confirms the vehicle's current driving mode, such as Eco, Sport, or Snow. Different driving modes may require different control strategies and parameter settings. Once the target driving mode (e.g., Snow) is determined, the vehicle's operational data is acquired. The target driving mode is the one that determines whether the vehicle can enter a coasting direct-drive mode. Operational data may include, but is not limited to, vehicle speed, engine speed, battery charge, and the activation status of the vehicle's electronic stability system. This operational data will be used to assess the vehicle's current operating status and serve as a basis for decision-making.

[0056] S102. In response to determining that the operating data meets the conditions for direct friction drive, determine whether the current vehicle speed is within the target speed range.

[0057] In practice, operational data typically includes the vehicle's battery charge and the activation status of the vehicle's electronic stability system. The coasting direct drive condition defines the conditions under which a vehicle can enter coasting direct drive mode. If the vehicle's battery charge is determined to be less than or equal to a preset charge level (for example, the preset charge level is set to 40%), it indicates that the vehicle's battery charge is too low and the battery cannot provide power for an extended period. Furthermore, if the vehicle's electronic stability system is inactive, it indicates that the vehicle is in a relatively stable driving state, and the current driving conditions allow for some adjustments to the power transmission mode. Therefore, it can be determined that the operational data meets the coasting direct drive condition. Then, it is determined whether the vehicle's current speed meets the criteria for coasting direct drive. Within the target speed range, which is preset and defines the effective operating speed range of the slip-drive mode, when the vehicle speed is below the upper limit of the target speed range, the vehicle switches to electric motor drive, consuming the power battery. When the clutch switches from the current state to slip-drive mode, the vehicle is driven by the engine, which saves more energy. When the clutch is in slip-drive mode, the minimum speed that ensures the vehicle can drive normally is the lower limit of the target speed range, which is usually between 15 and 30 km / h. Once the operating data is determined to meet the slip-drive conditions, the current speed will be checked to see if it is within this range.

[0058] S103. In response to determining that the vehicle speed is within the target speed range, control the vehicle's clutch to switch from the current state to the slipping state.

[0059] In practice, when the vehicle speed is determined to be within a target speed range (for example, the target speed range can be set to 15 to 30 km / h), the vehicle's clutch is switched from its current state to a slippery state. The slippery state is a special clutch operating state where the clutch is neither fully engaged nor fully disengaged, but rather in a state that allows the clutch discs to slip slightly. This state allows some torque to be transmitted between the engine and the drive wheels, while also absorbing some vibrations and noise during power transmission, thus providing a smoother acceleration and a more comfortable driving experience. The process of controlling the clutch to switch to the slippery state typically involves issuing control signals based on real-time vehicle data and preset parameters, adjusting the clutch's operating state, and precisely adjusting the clutch pressure to ensure the clutch is in the correct slippery position—neither fully engaged nor fully disengaged. By setting the clutch to the slippery state, the vehicle's speed range driven by the engine can be expanded, reducing reliance on pure electric power and improving the vehicle's range and user satisfaction in snow mode. It also provides a smoother and more powerful driving experience.

[0060] In this embodiment, when the operating data meets the slippery direct drive conditions and the vehicle speed is within the target speed range, the vehicle's clutch is switched from the current state to slippery mode. In slippery mode, the clutch allows partial torque transmission between the engine and the drive system. This partial torque transmission helps the vehicle drive safely on slippery surfaces and reduces battery consumption, especially when the battery charge is low. It effectively utilizes engine power, extending battery life and vehicle range. Slippery mode provides a smoother acceleration experience. Because the clutch is not fully engaged, it can absorb some vibrations and noise during power transmission while transmitting torque, thereby reducing bumps and noise during driving and making driving more comfortable.

[0061] In some embodiments, controlling the vehicle's clutch to switch from its current state to a slipping state includes:

[0062] In response to determining that the current state is disengaged, the clutch of the vehicle is controlled to switch from disengaged to slipping state;

[0063] In practice, the first step is to identify the current state of the clutch. If the current state is determined to be disengaged, the clutch is controlled to switch from the disengaged state to the slippery state. The disengaged state indicates that the clutch is completely disengaged, typically occurring when the vehicle is stationary or in certain driving modes, such as pure electric drive mode, where there is no direct physical connection between the engine and the drive system. Once the clutch is confirmed to be disengaged, the clutch is controlled to switch from the disengaged state to the slippery state. In the slippery state, the clutch allows a certain degree of torque transmission, which helps reduce battery consumption.

[0064] In response to determining that the current state is a coupled state, determine the vehicle's current drive mode;

[0065] In practice, determining the current state as "engaged" indicates that the clutch is fully engaged. In this state, the vehicle is typically in either direct-drive or series drive mode. In direct-drive mode, the engine directly drives the vehicle. In series drive mode, as shown in Figure 2, the engine drives the front motor to generate electricity, and the rear motor drives the vehicle. If the current state is determined to be engaged, the vehicle's current drive mode needs to be further determined. If the vehicle is in direct-drive mode, the clutch can directly switch from engaged to slippery mode. However, in series drive mode, switching the vehicle to slippery direct-drive mode requires controlling the clutch to switch from engaged to disengaged, and then controlling the clutch to switch from disengaged to slippery. Therefore, when the current state is determined to be engaged, the vehicle's current drive mode needs to be determined.

[0066] In response to determining that the current drive mode is direct drive mode, the vehicle's clutch is controlled to switch from the engaged state to the slipping state;

[0067] In practice, when the current drive mode is determined to be direct drive, it indicates that the vehicle primarily relies on the engine for power, and the clutch is fully engaged to ensure that engine power can be directly transmitted to the drive wheels. At this point, the clutch can be directly adjusted from the engaged state to the slippery state. The slippery state is an intermediate state where the clutch is neither fully engaged nor fully disengaged, allowing for slight slippage during rotation. This helps to smoothly adjust torque output, aids in safe low-speed driving on slippery surfaces, and reduces battery consumption.

[0068] In response to determining that the current drive mode is series mode, the clutch of the vehicle is controlled to switch from the engaged state to the disengaged state, and then the clutch is controlled to switch from the disengaged state to the slipping state, so that the drive mode of the vehicle is switched to slipping direct drive mode.

[0069] In practice, in series mode, the engine typically does not directly drive the wheels but instead drives the electric motor to generate electricity. The clutch is usually engaged in this mode to ensure the engine can effectively transmit power for power generation. At this point, it's necessary to switch the clutch from engaged to fully disengaged, and then control the clutch to switch from disengaged to slippery mode, thus switching the vehicle's drive mode to slippery direct drive mode. This helps the vehicle drive safely at low speeds on slippery surfaces while reducing battery consumption.

[0070] In this embodiment, adjusting the clutch from the engaged state to the slippery state helps to smoothly adjust torque output, reducing bumps and vibrations that may occur during driving. In the slippery state, the clutch allows slight slippage, providing better control on wet or uneven surfaces, reducing the risk of slippage, and enhancing driving safety. In series mode, switching the clutch from the engaged state to the disengaged state and then to the slippery state ensures that the vehicle can safely and smoothly switch the drive mode to slippery direct drive mode. This helps the vehicle drive safely at low speeds on wet and slippery surfaces, while also reducing battery consumption.

[0071] In some embodiments, after controlling the vehicle's clutch to switch from its current state to a slippery state, the method further includes:

[0072] In response to receiving a switching command to switch the vehicle to series mode, the clutch is switched from slipping state to disengaged state, and then switched from disengaged state to engaged state, so that the vehicle is in series mode.

[0073] In practice, upon receiving a command to switch the vehicle to series mode, the clutch is first adjusted from a slippery state to a fully disengaged state. In the slippery state, the clutch is partially engaged, allowing for a certain degree of torque transmission and slippage. In series mode, the engine typically does not directly drive the wheels but is used to power the electric motor or charge the battery. After the clutch is fully disengaged, the clutch is further controlled to transition from the disengaged state to the fully engaged state. The vehicle thus switches from slippery direct drive mode to series mode, where the engine can directly transmit power to the electric motor for power generation, thus realizing the working principle of series mode. If the switch were to proceed directly from the slippery state to the engaged state, the engine would generate significant torque in series mode, and the clutch might not be able to switch to the engaged state in time (overpressure state), causing the engine to run wildly. Therefore, first controlling the clutch to switch from the slippery state to the disengaged state, and then controlling the clutch to switch from the disengaged state to the engaged state, ensures that the vehicle safely and smoothly switches the drive mode to series mode.

[0074] In this embodiment, by first switching the clutch from a slippery state to an disengaged state and then to an engaged state, the engine speeding up due to a direct transition from slippery to engaged states can be avoided. This gradual transition helps to smoothly adjust the powertrain, reducing stress and potential damage to mechanical components. In the slippery state, the clutch is not fully disengaged; if the transition is made directly to engaged, the engine may speed up due to the sudden load change, which can damage both the engine and clutch and cause instability in vehicle control. By disengaging the clutch first, the engine can smoothly transition to engaged without load. Ensuring proper clutch switching prevents loss of vehicle control due to sudden changes in the powertrain during driving. This is crucial for the safety of the driver and passengers.

[0075] In some embodiments, after controlling the vehicle's clutch to switch from its current state to a slippery state, the method further includes:

[0076] In response to determining that the vehicle speed is outside the target speed range, the clutch is controlled to switch from slipping to disengaged or engaged state according to the vehicle speed.

[0077] In practice, after controlling the vehicle's clutch to switch from its current state to a slipping state, the vehicle's real-time speed is continuously monitored. If the vehicle speed is determined to be outside the target speed range, and the clutch remains in a slipping state, it may lead to insufficient vehicle power or other driving problems. Therefore, when the vehicle speed is determined to be outside the target speed range, the clutch is controlled to switch from a slipping state to an disengaged or engaged state based on the vehicle speed, ensuring a more stable and continuous power output to adapt to new driving needs.

[0078] In this embodiment, when the vehicle speed exceeds the predetermined target speed range of the slippery direct drive mode, maintaining the clutch in a slippery state may lead to insufficient or excessive power transmission efficiency, thereby affecting the vehicle's acceleration performance and fuel efficiency. Timely adjustment of the clutch to engaged or disengaged states ensures that the output of the engine and electric motor better matches the current speed requirements, thus improving overall driving responsiveness and power efficiency. Proper clutch control can reduce the bumps and instability that may result from using slippery states at unsuitable speeds. For example, if the clutch remains slippery at high speeds, it may cause discontinuous vehicle acceleration, affecting driving experience and safety. Inappropriate clutch states not only affect power efficiency but may also increase wear on the clutch and related transmission system components. By adjusting the clutch state promptly according to vehicle speed, unnecessary wear caused by mismatched states can be reduced, extending the vehicle's lifespan.

[0079] In some embodiments, controlling the clutch to switch from a slipping state to an disengaged state or an engaged state based on vehicle speed includes:

[0080] In response to determining that the vehicle speed is greater than the upper limit of the target vehicle speed range, the clutch is switched from the slipping state to the engaged state;

[0081] In practice, when the vehicle speed exceeds the upper limit of the target speed range, it indicates that the vehicle speed is high. When driving at high speed, a fully engaged clutch can provide a more stable and continuous power transmission. Therefore, the clutch is switched from the slipping state to the engaged state. A fully engaged clutch ensures that the engine's power can be transmitted to the drive wheels without loss, providing the necessary power and acceleration.

[0082] In response to determining that the vehicle speed is less than the lower limit of the target vehicle speed range, the clutch is switched from slipping to disengaged.

[0083] In practice, when the vehicle speed is determined to be lower than the lower limit of the target speed range, it indicates a low speed. At lower speeds, completely disengaging the clutch completely stops the engine's power output, allowing the vehicle to be driven by the electric motor, thus adapting to the current driving speed and road conditions. Disengaging the clutch and stopping the engine's power output at low speeds can also significantly reduce fuel consumption and emissions, especially in urban traffic congestion or frequent stop-and-go conditions. At low speeds, the smooth and quiet driving experience provided by the electric motor is generally superior to that of the engine, improving driving comfort.

[0084] In this embodiment, when the vehicle speed is above the upper limit of the target speed range, switching the clutch to the engaged state ensures that the engine's power is directly and without loss transmitted to the drive wheels, providing continuous and stable power output, ensuring vehicle acceleration performance and high-speed stability, while optimizing fuel efficiency. When the vehicle speed is below the lower limit of the target speed range, switching the clutch to the disengaged state completely stops the engine's power output, allowing the vehicle to be driven entirely by the electric motor. The driving experience provided by the electric motor is generally smoother and quieter than that of the engine. The ability to flexibly switch the clutch state according to vehicle speed allows the vehicle to better adapt to different driving conditions and speed requirements.

[0085] In some embodiments, the operating data includes the charge level of the vehicle's power battery and the activation status of the vehicle's electronic stability system; determining that the operating data meets the conditions for direct-drive friction includes:

[0086] In response to determining that the vehicle's power battery charge is less than or equal to a preset charge and that the vehicle's electronic stability system is inactive, the system determines that the operating data meets the conditions for direct-drive friction.

[0087] In practice, the preset battery level represents the maximum battery level at which the vehicle can meet the slippery direct drive conditions. Determining that the vehicle's battery level is less than or equal to the preset level (for example, the preset level could be set to 40%) indicates that the battery is too low and cannot provide power for an extended period. The electronic stability system (ESS) is a crucial safety feature in modern vehicles used to enhance stability and prevent slippage. In its inactive state, it indicates that current driving conditions allow for some adjustments to the power transmission mode because the vehicle is in a relatively stable driving state. Therefore, when the vehicle's battery level is determined to be less than or equal to the preset level, and the EES is inactive, the operating data is determined to meet the slippery direct drive conditions. The vehicle's clutch can then be switched from the current state to a slippery state, where the clutch allows partial torque transfer between the engine and the drive system. This partial torque transfer helps the vehicle drive safely on slippery surfaces while reducing battery consumption, especially when the battery level is low. It effectively utilizes engine power, extending battery life and vehicle range.

[0088] In this embodiment, when the battery charge is low, relying on pure electric mode may lead to rapid battery depletion, especially when higher power output is required. By utilizing the clutch slippage state, the engine's power can be utilized more efficiently, thereby reducing the burden on the battery, extending its lifespan, and improving overall energy efficiency. When the electronic stability system is inactive, introducing the slippage state allows for torque transmission between the engine and electric motor while ensuring vehicle stability, providing a smoother acceleration and deceleration experience and reducing vehicle swaying or slipping caused by inconsistent power output.

[0089] In some embodiments, after controlling the vehicle's clutch to switch from its current state to a slippery state, the method further includes:

[0090] The intervention torque sent by the transmission control unit is determined as the engine fast-circuit torque;

[0091] In practice, the transmission control unit (RCU) monitors and adjusts the transmission's behavior to ensure engine speed matches vehicle speed. Engine fast-circuit torque refers to the engine's torque output at high speeds. This torque can be rapidly adjusted in response to RCU signals. When the clutch engages in a slippery state, the clutch plates and flywheel are not fully engaged, but only partially contacted. This prevents the engine speed from being directly and completely converted into drive wheel rotation, resulting in discontinuous torque transmission and speed fluctuations. The RCU adjusts engine output by sending intervention torque, helping to maintain stable engine speed during gear changes. In situations requiring rapid torque adjustment during gear changes or other conditions, the fast-circuit torque can be quickly adjusted to help stabilize engine speed. The purpose of determining the engine's fast-circuit torque through intervention torque sent by the RCU is to stabilize engine speed under various driving conditions, thereby optimizing overall vehicle performance and efficiency.

[0092] The requested air torque value is determined and compared with the maximum engine torque limit value sent by the transmission control unit. The minimum value between the requested air torque value and the maximum engine torque limit value is determined as the engine slow-path torque.

[0093] In practice, the air torque request value is typically calculated based on the driver's accelerator pedal input, the vehicle's current speed, and other operating conditions. The air torque request value indicates how much torque the engine needs to provide to meet current driving demands. The transmission control unit sends a maximum torque limit value to the engine based on engine capabilities, transmission status, and potential environmental and mechanical limitations. The maximum torque limit value is the maximum torque the engine can safely provide without damaging the transmission and other vehicle components. Slow-path torque refers to the torque produced by the engine at low speeds. At low speeds, the engine's torque output is higher, and slow-path torque cannot adjust quickly to respond to the transmission control unit signal. It is typically used for smoother torque changes and is suitable for normal, non-emergency driving situations. The air torque request value is compared with the maximum torque limit value sent by the transmission control unit, and the minimum of the two is taken as the engine's slow-path torque. This ensures that the engine does not output torque exceeding mechanical safety specifications and that engine speed is kept as stable as possible. By precisely controlling engine torque output, vehicle performance can be ensured while avoiding excessive load on the engine and transmission.

[0094] In this embodiment, the engine fast-path torque allows for rapid adjustment of torque output to adapt to changes in gear shifting demands or other driving conditions, thereby improving vehicle responsiveness. By precisely controlling torque output, the engine can operate in a more economical and environmentally friendly manner. Slow-path torque, through smooth torque changes, helps the engine maintain its optimal operating range, thereby improving fuel efficiency and reducing emissions. By comparing the requested torque value in the air circuit with the engine's maximum torque limit, it ensures that the engine does not output torque exceeding what the transmission and other vehicle components can safely handle. This helps reduce mechanical wear and potential malfunctions caused by excessive torque, extending the lifespan of the drivetrain. Precise torque control provides a smoother driving experience, especially during gear shifts, avoiding engine speed fluctuations caused by sudden torque changes.

[0095] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the described method.

[0096] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0097] Based on the same technical concept, corresponding to any of the above embodiments, this application also provides a vehicle control device.

[0098] Referring to Figure 3, the vehicle control device includes:

[0099] The acquisition module 701 is configured to acquire vehicle operating data in response to determining that the current driving mode of the vehicle is the target driving mode; the target driving mode is the driving mode that needs to be determined whether the current vehicle can enter the coasting direct drive mode.

[0100] The judgment module 702 is configured to determine whether the current vehicle speed is within the target speed range in response to determining that the running data meets the skid direct drive conditions; the skid direct drive conditions limit the conditions under which the vehicle can enter the skid direct drive mode, and the target speed range represents the speed range within which the skid direct drive mode can operate effectively.

[0101] The control module 703 is configured to control the clutch of the vehicle to switch from the current state to a slipping state in response to determining that the vehicle speed is within a target speed range; the slipping state is the state of the clutch between the engaged state and the disengaged state.

[0102] Furthermore, the control module 703 is specifically used for:

[0103] In response to determining that the current state is disengaged, the clutch of the vehicle is controlled to switch from disengaged to slipping state;

[0104] In response to determining that the current state is a coupled state, determine the vehicle's current drive mode;

[0105] Based on the vehicle's current drive mode, control the vehicle's clutch to switch from an engaged state to a slippery state.

[0106] Furthermore, the control module 703 is specifically used for:

[0107] In response to determining that the current drive mode is direct drive mode, the vehicle's clutch is controlled to switch from the engaged state to the slipping state;

[0108] In response to determining that the current drive mode is series mode, the clutch of the vehicle is controlled to switch from the engaged state to the disengaged state, and then the clutch is controlled to switch from the disengaged state to the slipping state, so that the drive mode of the vehicle is switched to slipping direct drive mode.

[0109] Furthermore, the control module 703 is also specifically used for:

[0110] In response to receiving a switching command to switch the vehicle to series mode, the clutch is switched from slipping state to disengaged state, and then switched from disengaged state to engaged state, so that the vehicle is in series mode.

[0111] Furthermore, the control module 703 is also specifically used for:

[0112] In response to determining that the vehicle speed is outside the target speed range, the clutch is controlled to switch from slipping to disengaged or engaged state according to the vehicle speed.

[0113] Furthermore, the control module 703 is specifically used to: determine that the vehicle speed is outside the target speed range in response to the vehicle speed being greater than the upper limit of the target speed range or less than the lower limit of the target speed range.

[0114] Furthermore, the control module 703 is also specifically used for:

[0115] In response to determining that the vehicle speed is greater than the upper limit of the target vehicle speed range, the clutch is switched from the slipping state to the engaged state;

[0116] In response to determining that the vehicle speed is less than the lower limit of the target vehicle speed range, the clutch is switched from slipping to disengaged.

[0117] Furthermore, the control module 703 is also specifically used for:

[0118] The intervention torque sent by the transmission control unit is determined as the engine fast-circuit torque;

[0119] The requested air torque value is determined and compared with the maximum engine torque limit value sent by the transmission control unit. The minimum value between the requested air torque value and the maximum engine torque limit value is determined as the engine slow-path torque.

[0120] Furthermore, the judgment module 702 is specifically used for:

[0121] In response to determining that the vehicle's power battery charge is less than or equal to a preset charge and that the vehicle's electronic stability system is inactive, the system determines that the operating data meets the conditions for direct-drive friction.

[0122] Furthermore, the target speed range is determined based on the effective speed range of the vehicle operating in coasting direct drive mode.

[0123] Furthermore, the control module 703 is also specifically used for:

[0124] Control signals are generated based on real-time vehicle data and preset parameters;

[0125] Adjust the clutch's operating state and pressure according to the control signal to switch the clutch from the current state to the slipping state.

[0126] Furthermore, in direct drive mode, the engine directly drives the vehicle.

[0127] Furthermore, in series mode, the engine drives the motor to generate electricity.

[0128] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0129] The apparatus of the above embodiments is used to implement the corresponding vehicle control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0130] Based on the same technical concept, corresponding to any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle control method of any of the above embodiments.

[0131] Figure 4 shows a more specific hardware structure diagram of an electronic device provided in this embodiment. The device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0132] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0133] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0134] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0135] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0136] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0137] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0138] The electronic devices described above are used to implement the corresponding vehicle control methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0139] Based on the same technical concept, corresponding to any of the above embodiments, this application also provides a non-transitory computer-readable storage medium that stores computer instructions for causing a computer to execute the vehicle control method of any of the above embodiments.

[0140] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0141] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the vehicle control method of any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0142] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions. When the computer program instructions are run on a computer, they cause the computer to perform the method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0143] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0144] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0145] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0146] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0147] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application is limited to these examples; under the concept of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in detail for the sake of brevity.

[0148] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0149] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0150] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A vehicle control method in which, include: In response to determining that the vehicle's current driving mode is the target driving mode, the vehicle's operating data is acquired; In response to determining that the operating data meets the conditions for direct friction drive, it is determined whether the vehicle's current speed is within the target speed range; The target speed range represents the range of speeds within which the skid direct drive mode can operate effectively. In response to determining that the vehicle speed is within the target speed range, the clutch of the vehicle is controlled to switch from the current state to a slipping state; the slipping state is the state of the clutch between the engaged state and the disengaged state.

2. The vehicle control method according to claim 1, wherein The control of the vehicle's clutch to switch from the current state to a slipping state includes: In response to determining that the current state is disengaged, the clutch of the vehicle is controlled to switch from disengaged to slipping state; In response to determining that the current state is a coupled state, determine the vehicle's current drive mode; Based on the vehicle's current driving mode, control the vehicle's clutch to switch from the engaged state to the slipping state.

3. The vehicle control method according to claim 2, wherein The step of controlling the vehicle's clutch to switch from the engaged state to the slipping state based on the vehicle's current driving mode includes: In response to determining that the current driving mode is direct drive mode, the vehicle's clutch is controlled to switch from the engaged state to the slipping state; In response to determining that the current driving mode is a series mode, the clutch of the vehicle is controlled to switch from the engaged state to the disengaged state, and then the clutch is controlled to switch from the disengaged state to the slipping state, so that the driving mode of the vehicle is switched to slipping direct drive mode.

4. The vehicle control method according to claim 2, wherein After controlling the vehicle's clutch to switch from its current state to a slippery state, the following is also included: In response to receiving a switching command to switch the vehicle to series mode, the clutch is switched from the slipping state to the disengaged state, and then switched from the disengaged state to the engaged state, so that the vehicle is in series mode.

5. The vehicle control method according to claim 2, wherein After controlling the vehicle's clutch to switch from its current state to a slippery state, the following is also included: In response to determining that the vehicle speed is outside the target speed range, the clutch is controlled to switch from the slipping state to the disengaged state or the engaged state according to the vehicle speed.

6. The vehicle control method according to claim 5, wherein Determining that the vehicle speed is outside the target speed range includes: In response to a vehicle speed exceeding the upper limit of the target speed range or a vehicle speed falling below the lower limit of the target speed range, it is determined that the vehicle speed is outside the target speed range.

7. The vehicle control method according to claim 5, wherein The step of controlling the clutch to switch from the slipping state to the disengaged state or the engaged state according to the vehicle speed includes: In response to determining that the vehicle speed is greater than the upper limit of the target vehicle speed range, the clutch is switched from the slipping state to the engaged state; In response to determining that the vehicle speed is less than the lower limit of the target vehicle speed range, the clutch is switched from the slipping state to the disengaged state.

8. The vehicle control method according to claim 1, wherein The operational data includes the vehicle's power battery charge and the activation status of the vehicle's electronic stability system. Determining that the operating data meets the conditions for direct drive includes: In response to determining that the power of the vehicle's power battery is less than or equal to a preset power and that the vehicle's electronic stability system is inactive, the operating data is determined to meet the conditions for direct-drive friction. The preset battery level represents the maximum battery capacity required for the vehicle to meet the conditions for direct-drive cruising.

9. The vehicle control method according to claim 1, wherein After controlling the vehicle's clutch to switch from its current state to a slippery state, the following is also included: The intervention torque sent by the transmission control unit is determined as the engine fast-circuit torque; The requested air circuit torque value is determined, and the requested air circuit torque value is compared with the maximum engine torque limit value sent by the transmission control unit, so that the minimum value between the requested air circuit torque value and the maximum engine torque limit value is determined as the engine slow circuit torque.

10. The vehicle control method according to claim 1, wherein The target speed range is determined based on the effective speed range of the vehicle operating in coasting direct drive mode.

11. The vehicle control method according to claim 1, wherein Controlling the vehicle's clutch to switch from its current state to a slipping state includes: Control signals are generated based on real-time vehicle data and preset parameters; Adjust the clutch's operating state and pressure according to the control signal to switch the clutch from the current state to the slipping state.

12. The vehicle control method according to claim 2, wherein In direct drive mode, the engine directly drives the vehicle.

13. The vehicle control method according to claim 2, wherein In series mode, the engine drives the motor to generate electricity.

14. An electronic device comprising a memory, a processor, and a computer program stored on the memory and running on the processor, wherein, When the processor executes the program, it implements the method as described in any one of claims 1 to 12.

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

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