CN115867450A

CN115867450A - Hybrid vehicle

Info

Publication number: CN115867450A
Application number: CN202080103260.5A
Authority: CN
Inventors: R·P·克里希纳库马尔; S·奇坦巴拉姆
Original assignee: TVS Motor Co Ltd
Current assignee: TVS Motor Co Ltd
Priority date: 2020-08-25
Filing date: 2020-11-22
Publication date: 2023-03-28
Also published as: WO2022044029A1

Abstract

The present invention relates to a drive mode engagement control system (100) and associated method. The drive mode engagement control system (100) includes one or more vehicle mode processor units (103) configured to process mode change requests received from a user through a mode change interface (102) or based on vehicle operating conditions. Further, the vehicle mode processing unit (103) is configured to detect a real-time running state parameter value of the hybrid vehicle based on inputs from the plurality of sensors and compare with a predetermined running state parameter value of the hybrid vehicle to generate an output instruction. Outputting the command includes applying a predetermined braking torque on one or more electric machines (104) and/or an Integrated Starter Generator (ISG) (201) to effect a smooth mode transition of the power supply.

Description

Hybrid vehicle

Technical Field

The present subject matter relates to vehicles. And more particularly, to hybrid vehicles.

Background

Over the past few years, with the introduction of new powertrain technologies, great attention has been given to reducing pollutants emitted by vehicles. For this reason, the development of Hybrid Electric Vehicles (HEVs) has also received great attention because the range of electric vehicles is very limited, and Hybrid Electric Vehicles (HEVs) have the best performance and durability compared to Electric Vehicles (EVs). In addition, performance and durability are important factors attracting customers to purchase vehicles.

The above information disclosed in this background section is only for enhancement of understanding of the background of the disclosure and therefore it may contain information that does not form the prior art that is already known in this country to a person of ordinary skill in the art.

Drawings

The invention is described with reference to an exemplary embodiment of a hybrid vehicle and a drawing. The same reference numbers will be used throughout the drawings to refer to similar features and components. Furthermore, the inventive features of the invention are set forth in the appended claims. The invention itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying drawings, wherein:

fig. 1 shows a schematic diagram of a drive mode engagement control system (100) for a hybrid vehicle (not shown) according to one embodiment, according to one example of the present subject matter.

Fig. 2 shows a schematic diagram of a drive mode engagement control system (100) for a hybrid vehicle (not shown) according to an alternative embodiment, according to one example of the present subject matter.

FIG. 3 illustrates a flow chart of a method of eliminating thrashing when transitioning power modes in a hybrid vehicle according to one embodiment, according to one example of the present subject matter.

Detailed Description

Various features and embodiments of the present subject matter will be apparent from the following further description thereof.

Generally, a hybrid vehicle combines the advantages of a conventional vehicle and an electric vehicle into one vehicle. It consists of a dual power assembly in the form of an Internal Combustion (IC) engine and a traction motor, which are jointly or separately engaged according to the user's needs (i.e. requiring more power or higher fuel efficiency). The traction motor is powered by a rechargeable power unit.

Typically, a hybrid vehicle includes one or more drive modes. The drive modes include an electric-only mode, a hybrid power mode, an economy mode, and an engine-only mode. The pure electric mode is a mode in which motion occurs only at the driving force of the traction motor. The power hybrid mode is a mode in which motion occurs in the driving force from the IC engine and the traction motor. That is, the hybrid power mode is the traction motor assisted travel mode. Furthermore, a pure engine is a mode in which motion occurs only by the driving force provided by the internal combustion engine. The economy mode is a mode in which the traction motor provides driving force up to a predetermined vehicle speed, and thereafter driving force is provided by the IC engine above the predetermined speed. The economy mode prioritizes fuel efficiency by preferentially using the traction motor as a drive source.

In the above-described hybrid vehicle, the switching of the power source occurs based on a driving request or in the form of actuation of a controller based on input from a user through a mode changeover switch or the like. However, during power mode transitions, the user may experience a sudden jolt, which may severely affect the user's comfort. This is due to the different capacities of the power sources (i.e., the internal combustion engine and the traction motor). For users with poor driving skills, especially for balancing and control of two-wheeled vehicles, unexpected sudden jerks may become a safety issue. More specifically, during automatic switching of drive modes (where the mode may be altered by the controller), the possibility of undesired jerking and runaway may lead to potentially unsafe conditions.

To address the above issues, various control strategies are employed to reduce thrashing during mode transitions of the power supply. In particular, in four-wheeled vehicles, this is achieved by precisely controlling clutch engagement and disengagement. However, this becomes a challenge in two-wheeled saddle vehicles configured with a centrifugal clutch or an automatic clutch. Centrifugal clutches are automatically engaged and disengaged based on engine revolutions per minute (rpm) and control systems for compact saddle vehicles are undesirable due to their adverse effects on layout packaging, vehicle weight, mass distribution, and cost.

Accordingly, there is a need for an efficient and compact drive mode engagement control system and associated method for a hybrid vehicle including dual power sources that overcomes all of the above-referenced problems and others of the known art.

To this end, it is an object of the present invention to provide a drive mode engagement control system and associated method to achieve seamless mode transitions without compromising vehicle performance.

According to the present subject matter, in order to achieve the above object, a first feature of the present invention is a drive mode engagement control system for a hybrid vehicle including two or more drive sources, the system including: a battery management system that activates the control system based on actuation of an ignition key; and one or more vehicle mode processor units. The vehicle mode processor unit is configured to process a mode change request received from a user through a mode change interface or based on one or more vehicle operating conditions. The vehicle mode processing unit is configured to detect a real-time operating state parameter value of the hybrid vehicle based on one or more inputs from the plurality of sensors and compare with a predetermined operating state parameter value of the hybrid vehicle to generate an output command.

A second feature of the present invention is, in addition to the first feature, a drive mode engagement control system that is based on the output instruction and that includes at least one of the following: applying a predetermined braking torque on the one or more electric machines; and applying a predetermined braking torque on the Integrated Starter Generator (ISG); and applying a predetermined braking torque on the Integrated Starter Generator (ISG) and the one or more electric machines.

A third feature of the present invention is, in addition to the first feature, a drive mode engagement control system wherein the plurality of sensors includes: one or more speed sensors configured to provide a vehicle speed; a throttle position sensor configured to provide an opening of a throttle valve (atmospheric of opening); one or more Hall sensors configured to detect a motor speed (electric motor rpm); one or more coil temperature sensors configured to detect a thermal condition of the electric machine; and one or more triaxial acceleration sensors configured to detect gradient values.

According to the present subject matter, to achieve the above object, a fourth feature of the present invention is a method of eliminating jerk during mode transition in a hybrid vehicle including two or more power sources, the method including the steps of: receiving, by one or more mode processing units, a mode switch input; receiving real-time operating condition parameter values from a plurality of sensors; comparing, by one or more of the mode processing units, the real-time operating state parameter value of the hybrid vehicle with a predetermined operating state parameter value of the hybrid vehicle; determining, as a first event, whether the real-time operating state parameter value of the hybrid vehicle is less than the predetermined operating state parameter value of the hybrid vehicle, and maintaining a current driving mode based on the first event; and as a second event, also determining whether the real-time operating state parameter value of the hybrid vehicle is greater than the predetermined operating state parameter of the hybrid vehicle, wherein based on the second event, the driving mode is changed from the current mode to a user requested mode different from the current driving mode.

A fifth feature of the present invention, in addition to the fourth feature, is a method of eliminating jerk during mode transition of a hybrid vehicle, wherein the second event includes: receiving, by one or more of the vehicle mode processing units, input from one or more three-axis acceleration sensors to detect gradient values; comparing the detected gradient value with a predetermined gradient value; if the detected gradient value is greater than the predetermined gradient value, the mode is changed to the user-requested mode.

A sixth feature of the present invention, in addition to the fourth feature, is a method of eliminating jerk during mode switching of the hybrid vehicle, wherein the second event further includes determining and outputting a corresponding alternate signal by the vehicle mode processing unit if the gradient value is less than a predetermined value.

A seventh feature of the present invention, in addition to the fourth and sixth features, is a method of eliminating jerk during mode switching of a hybrid vehicle, wherein the determining and outputting the respective alternation signals includes; detecting a motor running state parameter value and an engine running state parameter value; calculating the difference value between the motor running state parameter and the engine running state parameter value; determining, by the vehicle mode processing unit, a required respective braking torque based on the calculated difference between the motor operating state parameter value and the engine operating state parameter value; and generating an output command electric signal corresponding to the determined braking torque.

An eighth feature of the present invention, in addition to the fourth and seventh features, is a method of eliminating jerk during mode transition of a hybrid vehicle, wherein the corresponding output command includes applying a corresponding braking torque required on one or more of the electric machines and/or the ISG to ensure a smooth transition and simultaneously change the mode to the user-requested mode.

A ninth feature of the present invention, in addition to the fourth and eighth features, is a method of eliminating pitching during mode switching of a hybrid vehicle, wherein recoverable electric energy that is generated as a result of application of braking torque during mode switching is stored in a battery through a dedicated regenerative circuit.

A tenth feature of the present invention, in addition to the fourth feature, is a method of eliminating pitching during mode switching of a hybrid vehicle, wherein the vehicle running state parameter values include a predetermined vehicle speed range and an opening degree of a throttle valve.

An eleventh feature of the present invention is, in addition to the fourth and tenth features, a method of eliminating jerk during mode switching of a hybrid vehicle, wherein the predetermined vehicle speed range is 15 to 60 kilometers per hour and an opening degree of a throttle valve is 30% or more.

A twelfth feature of the present invention is, in addition to the fourth and seventh features, a method of eliminating pitching during mode switching of a hybrid vehicle, wherein the engine operating state parameter value contains an estimated engine torque, which is calculated based on an engine speed, an ignition timing, a manifold intake pressure, an intake air temperature, an opening degree of a throttle valve, an air-fuel ratio, and the like.

A thirteenth feature of the present invention, in addition to the fourth and seventh features, is a method of eliminating jerk during mode switching of a hybrid vehicle, wherein the motor state parameter values include estimated motor torques calculated based on phase currents, motor speeds, thermal state parameters of the motors, and so on.

A fourteenth feature of the present invention, in addition to the first through thirteenth features, is a method of eliminating jounce during mode transition of a hybrid vehicle, wherein the hybrid vehicle comprises a two-wheeled saddle vehicle configured with a drive mode engagement control system and associated method of eliminating jounce during mode transition.

The subject matter is further described with reference to the accompanying drawings. It should be noted that the description and drawings merely illustrate the principles of the present subject matter. Various arrangements may be devised which, although not explicitly described or shown herein, embody the principles of the present subject matter. Moreover, all examples of the principles, aspects and subject matter set forth herein, as well as specific examples thereof, are intended to encompass equivalents thereof.

The foregoing disclosure is not intended to limit the disclosure to the precise forms or particular fields of use disclosed. Thus, various alternative embodiments and/or modifications of the disclosure, whether explicitly described or implied herein, are possible in light of the disclosure. Having thus described embodiments of the present disclosure, persons of ordinary skill in the art will recognize that changes may be made in form and detail without departing from the scope of the disclosure. Accordingly, the disclosure is limited only by the claims.

In the foregoing specification, the disclosure has been described with reference to specific embodiments. However, as will be understood by those of skill in the art, the various embodiments disclosed herein may be modified or otherwise implemented in various other ways without departing from the spirit and scope of the present disclosure. Accordingly, this description is to be construed as illustrative, and is for the purpose of teaching those skilled in the art the manner of making and using various embodiments of the present disclosure. It is to be understood that the forms shown and disclosed herein are to be taken as representative embodiments. Equivalent elements, materials, processes, or steps may be substituted for those representatively illustrated and described herein. Moreover, some features of the present disclosure may be utilized independently of the use of other features, all as would be apparent to one skilled in the art after having the benefit of this description of the present disclosure. Expressions such as "comprise," "include," "merge," "consist of," "8230," "composition of," "have," "be," and the like, used to describe and claim the present disclosure are intended to be interpreted in a non-exclusive manner, i.e., to allow items, components, or elements not explicitly described to be present. References to the singular are also to be construed to relate to the plural.

Furthermore, the various embodiments disclosed herein are merely illustrative and explanatory and should not be construed as limiting the disclosure in any way. All connection references (e.g., attached, coupled, connected, etc.) are intended only to aid the reader in understanding the present disclosure and are not intended to limit, particularly as to the position, orientation, or use of the systems and/or methods of the present disclosure. Accordingly, the conjunctive references, if any, should be interpreted broadly. Furthermore, such conjunctive reference does not necessarily imply that the two elements are directly related to each other.

Furthermore, all numerical terms, such as, but not limited to, "first," "second," "third," "primary," "secondary," "primary," or any other common and/or numerical terms, should also be used merely as identifiers to aid the reader in understanding the various elements, embodiments, variations, and/or modifications of the disclosure, and not to impose any limitations, particularly as to the order or preference of any element, embodiment, variation, and/or modification with respect to or beyond another element, embodiment, variation, and/or modification.

It should also be appreciated that one or more of the elements depicted in the drawings/figures can also be implemented in a more separated or integrated manner, or even removed or rendered as inoperable in certain cases, as is useful in accordance with a particular application. Furthermore, any signal hatches in the figures/drawings should be considered exemplary only, and not limiting, unless otherwise specified.

Embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

Fig. 1 shows a schematic diagram of a drive mode engagement control system (100) for a hybrid vehicle (not shown) according to one embodiment, according to one example of the present subject matter. A drive system (not shown) of a hybrid vehicle (not shown) includes an Internal Combustion (IC) engine (100) and one or more electric machines (104). The internal combustion engine (110) is a four-stroke internal combustion engine, and is one of drive sources of a hybrid vehicle (not shown). In the internal combustion engine (110), engine start and stop control and the like are performed in accordance with output commands of one or more vehicle mode processing units (103). According to a preferred embodiment, the vehicle mode handling unit (103) may be a Hybrid Control Unit (HCU). Further, one or more motors (104) are controlled based on an output instruction from the vehicle mode processing unit (103). According to a preferred embodiment, the one or more motors (104) comprise traction motors that are powered by high wattage batteries (not shown) through a Battery Management System (BMS) (101). More specifically, the vehicle mode processing unit (103), the BMS (101), the mode switching interface (102), the plurality of sensors, the one or more electric motors (104), and the internal combustion engine (110) communicate with each other through a Controller Area Network (CAN) bus of the hybrid vehicle (not shown). The plurality of sensors includes a throttle position sensor (106), one or more hall sensors (107), one or more coil temperature sensors (108) for detecting a thermal state of the electric machine, and one or more three-axis acceleration sensors (109) for sensing vehicle state parameter values. The opening degree of a throttle valve (not shown) is detected by a throttle position sensor (106). The hall sensor (107) is configured to detect a motor rotation speed per minute (r.p.m). According to an embodiment of the present invention, there are three hall sensors. Further, the triaxial acceleration sensor detects a gradient value.

In operation, the BMS (101) provides power to the drive mode engagement control system (100) when the rider turns on the ignition key (113). Immediately after the ignition key (113) is turned on, the hybrid vehicle (not shown) enters the idle mode for a predetermined time. During the idle mode, the hybrid vehicle (not shown) is kept in a non-moving state. Further, based on a ride mode input from a user, a vehicle mode processing unit (103) generates an output instruction to one or more power sources (110, 104). According to a preferred embodiment of the present invention, a hybrid vehicle (not shown) automatically switches from an idle mode to a default mode when no input is received from a user. The default mode includes an economy mode. In the economy mode, the electric machine (104) provides driving or tractive torque, enabling the vehicle to move forward and backward up to a predetermined operating state parameter value of the hybrid vehicle. Thereafter, above the predetermined operating state parameter value of the hybrid vehicle, the power switch is switched from the motor (104) to the internal combustion engine (110) to provide the driving force. During the transition, engine starting is performed by a starter motor (112) connected to the internal combustion engine (110) via a starter relay (111). During the mode transition, a vehicle mode processing unit (103) processes the input received from the triaxial acceleration sensor, comparing the detected positive gradient value with a predetermined positive gradient value. Thereafter, if the detected positive gradient value is smaller than a predetermined positive gradient value, the vehicle mode processing unit (103) issues an output command to the motor (104) to function as a generator. Thus, an estimated braking torque is applied on the electric machine (104) based on an estimated torque difference between the electric machine (104) and the internal combustion engine (110). This phenomenon generates a reverse torque to allow optimal torque transfer from the internal combustion engine (110) to the wheels (not shown) during mode transition to achieve a smooth transition. However, if the detected positive gradient value is greater than the predetermined positive gradient value, no braking force is applied to the electric machine (104) because the vehicle torque demand is higher on a positive gradient as compared to a flat road. Importantly, a positive gradient means an "uphill slope". Thus, the control system (100) eliminates jerking during mode transition without affecting vehicle performance, thereby improving ride comfort. Further, the recoverable electric energy generated by the motor (104) during the mode switching is stored in a battery (not shown) via a dedicated regeneration circuit (not shown).

Fig. 2 shows a schematic diagram of a drive mode engagement control system (100) for a hybrid vehicle (not shown) according to an alternative embodiment, according to one example of the present subject matter. For the sake of brevity, reference is made only to different aspects of alternative embodiments within a single inventive concept. According to an alternative embodiment, an Integrated Starter Generator (ISG) (201) is mounted on a crankshaft (not shown) of an internal combustion engine (110). The ISG (201) performs an electric function by receiving power from a battery (not shown) to start the internal combustion engine (110). In addition, it functions as a motor generator and charges a battery (not shown). During the transition phase, the ISG (201) acts as a generator, applying an estimated braking torque on the crankshaft (not shown) based on an estimated torque difference between the electric machine (104) and the internal combustion engine (110). That is, this phenomenon generates a reverse torque to allow optimal torque transfer from the internal combustion engine (110) to wheels (not shown) during mode transition to achieve a smooth transition. Further, recoverable electric energy generated by the ISG (201) during mode conversion is stored in a battery (not shown) through a dedicated regeneration circuit (not shown).

According to another alternative embodiment, the driving state is based. During this transition phase, the electric machine (104) and the ISG (201) act as generators, applying an estimated braking torque on the crankshaft (not shown) and the electric machine (103) based on an estimated torque difference between the electric machine (104) and the internal combustion engine (110) to achieve a smooth transition. Further, recoverable electric energy generated by the motor (104) and the ISG (201) during mode conversion is stored in a battery (not shown) through a dedicated regeneration circuit (not shown).

FIG. 3 illustrates a flow chart of a method of eliminating thrashing when transitioning power modes in a hybrid vehicle according to one embodiment, according to one example of the present subject matter. After the ignition key is turned on, the battery management system activates or starts the drive mode engagement control system. Further, in step (S101), the mode processing unit receives a mode conversion input from the user. Thereafter, in step (S102), the mode processing unit receives real-time operation state parameter values from the plurality of sensors. In step (S103), the vehicle mode processing unit compares a real-time running state parameter value of the hybrid vehicle with a predetermined running state parameter value of the hybrid vehicle, and determines as a first event whether the real-time running state parameter value of the hybrid vehicle is smaller than the predetermined running state parameter value of the hybrid vehicle. Further, based on the first event, the vehicle mode processing unit maintains the current driving mode at step (S104). The vehicle mode processing unit, however, determines as a second event whether the real-time operating state parameter value of the hybrid vehicle is greater than a predetermined operating state parameter value of the hybrid vehicle. Thereafter, the second event further includes detecting a positive gradient value at step (S105A). In step (S105B), a comparison is made with a predetermined positive gradient value by the vehicle mode processing unit. Further, upon determining whether the detected positive gradient value is greater than a predetermined positive gradient value, then in step (S105), the vehicle mode processing unit switches the driving mode from the current mode to a user request mode different from the current driving mode. However, if, after the determination, the positive gradient value is less than or equal to the predetermined gradient value, the second event further comprises the determination and output of a corresponding alternate signal by said vehicle mode processing unit. According to one embodiment, the predetermined gradient value ranges from 3 degrees to 7 degrees. Determining and outputting the corresponding surrogate signal includes other steps as disclosed. In step (S105C), the motor operating state parameter value and the engine operating state parameter value are detected. According to one embodiment, the motor operating state parameter values comprise estimated motor torques based on calculations of phase currents, motor speeds, motor thermal state parameters, and the like. Further, the engine operating state includes an estimated engine torque calculated based on the engine speed, the ignition timing, the manifold intake pressure, the intake air temperature, the opening degree of the throttle valve, the air-fuel ratio, and the like. Thereafter, at step (S105D), the vehicle mode processing unit calculates the difference between the current motor operating state parameter value and the engine operating state parameter value, and at step (S105E), determines the corresponding braking torque required. And, at step (S105F), the vehicle mode processing unit generates a corresponding output command electric signal. The respective output signals include applying a respective braking torque on one or more of the motors and/or ISGs as required to ensure a smooth transition and simultaneously switch the drive mode from a current mode to a user-requested mode different from the current drive mode.

According to the above-described architecture, the main efficacy of the present invention is to achieve smooth mode transition without affecting vehicle performance. Specifically, the estimated braking torque is applied to the motor based on the calculated estimated torque difference between the engine and the motor based on the road inclination.

According to the above-described architecture, one of the main efficacies of the present invention is to recover energy and store it in the battery while applying the braking torque. This extends the range of travel of the hybrid vehicle in the electric-only mode, thereby improving energy savings.

The embodiments described above, particularly any "preferred" embodiments, are possible examples of embodiments and are merely set forth for a clear understanding of the principles of the invention. For example, the electric machine may be an integrated starter generator or a traction motor. Further, the hybrid vehicle may include an in-wheel motor or an independent traction motor. It will be apparent to persons skilled in the relevant art that changes in form, connection and detail can be made therein without departing from the spirit and scope of the invention.

Description of the reference numerals

100 drive mode engagement control system

101 battery management system

102 mode switching interface

103 vehicle mode processing unit

104 electric machine

105 speed sensor

106 throttle position sensor

107 Hall sensor

108 coil temperature sensor

109 three-axis acceleration sensor

110 Internal Combustion (IC) engine

111 starter relay

112 starter motor

113 ignition key

201 integrate a starter generator (ISG).

Claims

1. A drive mode engagement control system (100) for a hybrid vehicle including two or more drive sources, the system comprising:

a battery management system (101), the battery management system (101) activating the drive mode engagement control system (100) based on actuation of an ignition key (113); and

one or more vehicle mode processor units (103) configured to process mode change requests received from a user through a mode change interface (102) or based on one or more vehicle operating states;

the one or more vehicle mode processing units (103) are configured to detect a real-time operating state parameter value of the hybrid vehicle based on one or more inputs from a plurality of sensors and compare the real-time operating state parameter value to a predetermined operating state parameter value to generate an output command electrical signal.

2. The drive mode engagement control system (100) of claim 1, wherein the output instructions include at least one of:

applying a predetermined braking torque on one or more electric machines (104);

applying the predetermined braking torque on an Integrated Starter Generator (ISG) (201); and

applying the predetermined braking torque on the Integrated Starter Generator (ISG) (201) and the one or more electric machines (104).

3. The drive mode engagement control system (100) of claim 1, wherein the plurality of sensors includes:

one or more speed sensors (105), the speed sensors (105) configured to provide a vehicle speed;

a throttle position sensor (106), the throttle position sensor (106) configured to provide an opening of a throttle valve;

one or more Hall sensors (107), the Hall sensors (107) being configured to detect a motor speed;

one or more coil temperature sensors (108), the coil temperature sensors (107) configured to provide a thermal state of the electric machine (104); and

one or more triaxial acceleration sensors (109), the triaxial acceleration sensors (109) configured to detect gradient values.

4. A method of eliminating pitch during mode transitions in a hybrid vehicle, the hybrid vehicle including two or more power sources, the method comprising the steps of:

in step (S101), a mode conversion input is received by one or more mode processing units;

in step (S102), receiving real-time operating vehicle state parameter values from a plurality of sensors;

in step (S103), comparing, by the mode processing unit, the real-time running state parameter value of the hybrid vehicle with a predetermined running state parameter value of the hybrid vehicle;

determining whether a first event, that is, whether the real-time operating state parameter value of the hybrid vehicle is less than the predetermined operating state parameter of the hybrid vehicle, and maintaining a current driving mode at step (S104) based on the first event; and

determining, as a second event, whether the real-time operating state parameter value of the hybrid vehicle is greater than the predetermined operating state parameter of the hybrid vehicle, wherein based on the second event, in step (S105), a driving mode is changed from the current driving mode to a user-requested mode different from the current driving mode.

5. The method of eliminating jerk during mode transition of a hybrid vehicle as recited in claim 4, wherein the second event comprises:

at step (S105A), receiving, by the vehicle mode processing unit, input from one or more triaxial acceleration sensors to detect gradient values;

in step (S105B), comparing the detected gradient value with a predetermined gradient value; if the detected gradient value is greater than a predetermined gradient value, changing the mode to the user requested mode at step (S105).

6. The method of eliminating jerk during mode transition of a hybrid vehicle as recited in claim 4, wherein the second event further includes determining and outputting a corresponding alternate signal by the vehicle mode processing unit if a gradient value is less than a predetermined value.

7. The method of eliminating jerk during mode transition of a hybrid vehicle as recited in claim 6, wherein said determining and outputting a corresponding alternate signal comprises:

in the step (S105C), detecting a motor operating state parameter value and an engine operating state parameter value;

in the step (S105D), calculating a difference between the motor operating state parameter value and the engine operating state parameter value;

in step (S105E), determining, by the vehicle mode processing unit, a required corresponding braking torque based on the calculated difference between the motor operating state parameter value and the engine operating state parameter value; and

in step (S105F), an output command electric signal corresponding to the determined braking torque is generated.

8. The method of eliminating jerk during mode transition of a hybrid vehicle as recited in claim 7, wherein the respective output commands include application of a desired respective braking torque on one or more electric machines and/or ISGs to ensure a smooth transition and simultaneously change mode to a user requested mode.

9. The method of eliminating jerk during mode transition of a hybrid vehicle as set forth in claim 8, wherein recuperated electrical energy resulting from application of braking torque during mode transition is stored in the battery through a dedicated regenerative circuit.

10. The method for eliminating jerk during mode transition of a hybrid vehicle according to claim 4, wherein the vehicle operating state parameter values include a predetermined vehicle speed range and an opening degree of a throttle valve.

11. The method of eliminating jerk during mode transition of a hybrid vehicle according to claim 10, wherein the predetermined vehicle speed range is 15 to 60 kilometers per hour and an opening degree of a throttle valve is 30% or more.

12. The method for eliminating jerk during mode transition of a hybrid vehicle of claim 7, wherein the engine operating state parameter value comprises an estimated engine torque, wherein the estimated engine torque is calculated based on an engine speed, a spark timing, a manifold intake pressure, an intake air temperature, an opening of a throttle valve, and an air-fuel ratio.

13. The method of eliminating thrashing during mode transition in a hybrid vehicle of claim 7, wherein the motor state parameter values comprise estimated motor torque, wherein the estimated motor torque is calculated based on phase current, motor speed, thermal state parameters of the motor.

14. A hybrid vehicle, comprising a two-wheeled saddle vehicle, said vehicle being configured with a drive mode engagement control system (100) according to any of the preceding claims and an associated method of eliminating jerk during mode transitions.