Method for controlling reverse of vehicle, and vehicle and storage medium

Abstract

A method for controlling the reverse of a vehicle, which is applied to the technical field of vehicles. The method comprises: when the actual operation mode of a vehicle is an idle hybrid four-wheel-drive mode, monitoring the actual gear position of a gear lever of the vehicle; when it is detected that the actual gear position of the gear lever is switched to an R gear, determining whether the vehicle meets a preset condition for switching to an idle pure-electric four-wheel-drive mode; and when it is determined that the vehicle meets the preset condition, controlling the actual operation mode of the vehicle to switch from the idle hybrid four-wheel-drive mode to the idle pure-electric four-wheel-drive mode, such that the vehicle reverses in the idle pure-electric four-wheel-drive mode. The method can realize the reverse of a four-wheel-drive vehicle and ensure the power performance during reverse of the vehicle, thereby avoiding the problem of insufficient power during reverse of the vehicle. The present invention further relates to a vehicle and a storage medium.

Description

A method for controlling vehicle reversing, a vehicle, and a storage medium.

[0001] This application claims priority to Chinese Patent Application No. 202510123896.0, filed on January 26, 2025, entitled "A method for controlling vehicle reversing, a vehicle and a storage medium", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicles, and more particularly to a method for controlling vehicle reversing, a vehicle, and a storage medium in the field of vehicles. Background Technology

[0003] Hybrid vehicles, with their advantages in environmental protection, energy saving, and meeting different driving needs, combined with policy support and growing market demand, are gradually becoming an important choice in the automotive market and are showing strong development potential.

[0004] Hybrid vehicles typically have several gear positions, including P (Park), D (Drive), R (Reverse), and N (Neutral). When the gear lever is in R, the vehicle needs to be reversed. Hybrid vehicles are prone to experiencing reduced power when reversing, which can negatively impact the driving experience. Summary of the Invention

[0005] This application provides a method, vehicle, and storage medium for controlling vehicle reversing. The method enables a four-wheel drive vehicle to reverse, ensuring the power performance of the vehicle when reversing and avoiding the problem of insufficient power when reversing.

[0006] Firstly, a method for controlling vehicle reversing is provided, applicable to a hybrid vehicle. The vehicle includes a hybrid transmission, which comprises a first input shaft and a second input shaft. The first input shaft is connected to a first clutch, and the second input shaft is connected to a second clutch. The method includes: monitoring the actual gear position of the vehicle's gear lever when the vehicle's actual operating mode is idle hybrid four-wheel drive mode; wherein, in idle hybrid four-wheel drive mode, the vehicle's engine is idling, the first clutch is slipping, the second clutch is engaged, the vehicle's rear drive motor is in a driving state, and the engine drives the vehicle's front drive motor to rotate. This allows the front-drive motor to charge the vehicle's battery. When the actual gear position of the gear lever is detected as reverse (R), it determines whether the vehicle meets the preset conditions for switching to the idle pure electric four-wheel drive mode. In this mode, the vehicle's engine is idling, the front and rear-drive motors are in driving mode, both the first and second clutches are open, the front-drive motor drives the front wheels, and the rear-drive motor drives the rear wheels. If the preset conditions are met, the vehicle's actual operating mode is switched from the idle hybrid four-wheel drive mode to the idle pure electric four-wheel drive mode, allowing the vehicle to reverse in this mode.

[0007] In the above technical solution, when the vehicle's actual operating mode is idle hybrid four-wheel drive mode, after detecting that the actual gear position of the vehicle's gear lever has switched to R gear, it is determined that the vehicle needs to reverse. After confirming that the vehicle meets the preset conditions for switching to idle pure electric four-wheel drive mode, the vehicle is controlled to switch to idle pure electric four-wheel drive mode, allowing the vehicle to reverse in idle pure electric four-wheel drive mode. In idle pure electric four-wheel drive mode, the front wheels of the vehicle are driven by the front drive motor, and the rear wheels are driven by the rear drive motor. Even if the vehicle's hybrid transmission does not have a mechanical R gear, the vehicle can still reverse by relying on the front drive motor to drive the front wheels, achieving four-wheel drive vehicle reversing. This ensures the vehicle's power performance when reversing and avoids the problem of insufficient power when reversing. Furthermore, in idle pure electric four-wheel drive mode, the vehicle's engine maintains idle speed, meaning the engine is always running. This means that when the vehicle switches to an operating mode that requires engine use, the engine does not need to be restarted, avoiding frequent engine start-stop, while improving the efficiency of subsequent mode switching and enhancing the user's driving experience.

[0008] In some embodiments, when it is detected that the actual gear position of the gear lever has been switched to R, determining whether the vehicle meets the preset conditions for switching to the idle pure electric four-wheel drive mode includes: when it is detected that the actual gear position of the gear lever has been switched to R, determining whether the vehicle's hybrid transmission includes a mechanical R gear; and when the hybrid transmission does not include a mechanical R gear, determining whether the vehicle meets the preset conditions for switching to the idle pure electric four-wheel drive mode.

[0009] In some embodiments, controlling the actual operating mode of the vehicle to switch from idle hybrid four-wheel drive mode to idle pure electric four-wheel drive mode includes: controlling both the first clutch and the second clutch to open; and controlling the synchronizer corresponding to the second input shaft to engage gears when the second clutch is open.

[0010] In some embodiments, controlling both the first clutch and the second clutch to open includes: controlling the absolute value of the actual torque of the vehicle's front drive motor and the absolute value of the actual torque of the engine to decrease; and controlling both the first clutch and the second clutch to open when the absolute value of the actual torque of the front drive motor is less than or equal to a first target torque and the absolute value of the actual torque of the engine is less than or equal to a second target torque.

[0011] In some embodiments, when the second clutch is in the open state, controlling the synchronizer corresponding to the second input shaft to engage gear includes: when the second clutch is in the open state, adjusting the speed of the vehicle's front drive motor according to the rotational speed of the output shaft of the hybrid transmission to reduce the speed difference between the two ends of the synchronizer of the second input shaft; and when the speed difference between the two ends of the synchronizer of the second input shaft is less than a preset speed difference, controlling the synchronizer corresponding to the second input shaft to engage gear.

[0012] In some embodiments, when the speed difference between the two ends of the synchronizer of the second input shaft is less than a preset speed difference, controlling the synchronizer corresponding to the second input shaft to engage a gear includes: when the speed difference between the two ends of the synchronizer of the second input shaft is less than the preset speed difference, controlling the torque of the front drive motor to decrease to a third target torque; and when the torque of the front drive motor is equal to the third target torque, controlling the synchronizer corresponding to the second input shaft to engage a gear.

[0013] In some embodiments, when the second clutch is open, adjusting the speed of the vehicle's front drive motor according to the rotational speed of the output shaft of the hybrid transmission to reduce the speed difference between the two ends of the synchronizer of the second input shaft includes: sending a target gear request for the second input shaft to the vehicle's TCU and sending a shift permission command to the TCU and the vehicle's FMCU when the second clutch is open, so that after receiving the target gear request and the shift permission command, the TCU sends a speed control activation request and a target speed request to the FMCU; wherein, the target speed request includes a target speed, which is determined based on the rotational speed of the output shaft; after receiving the shift permission command and the speed control activation request, the FMCU enters a speed control mode, and after entering the speed control mode and receiving the target speed request, controls the front drive motor to rotate to follow the target speed to reduce the speed difference between the two ends of the synchronizer of the second input shaft.

[0014] In some embodiments, when the speed difference between the two ends of the synchronizer of the second input shaft is less than a preset speed difference, controlling the torque of the front drive motor to be reduced to a third target torque includes: when the speed difference between the two ends of the synchronizer of the second input shaft is less than the preset speed difference, sending a speed control inactivation request to the FMCU, so that the FMCU switches to torque control mode after receiving the speed control inactivation request; and when it is determined that the FMCU has switched to torque control mode, controlling the torque of the front drive motor to be reduced to the third target torque.

[0015] Secondly, a device for controlling vehicle reversing is provided, applied to a hybrid vehicle. The vehicle includes a hybrid transmission, which includes a first input shaft and a second input shaft. The first input shaft is connected to a first clutch, and the second input shaft is connected to a second clutch. The device includes a monitoring module for monitoring the actual gear position of the vehicle's gear lever when the vehicle's actual operating mode is idle hybrid four-wheel drive mode. In idle hybrid four-wheel drive mode, the vehicle's engine is idling, the first clutch is slipping, the second clutch is engaged, the vehicle's rear drive motor is in a driving state, and the engine drives the vehicle's front drive motor to rotate, thereby... The front-drive motor charges the vehicle's battery; the judgment module determines whether the vehicle meets the preset conditions for switching to the idle pure electric four-wheel drive mode when the actual gear position of the gear lever is detected to be reverse (R); in the idle pure electric four-wheel drive mode, the vehicle's engine is idling, the front-drive motor and rear-drive motor are in driving mode, the first clutch and the second clutch are both in the open state, the front-drive motor drives the front wheels of the vehicle, and the rear-drive motor drives the rear wheels of the vehicle; the control module controls the actual operation mode of the vehicle to switch from the idle hybrid four-wheel drive mode to the idle pure electric four-wheel drive mode when it is determined that the vehicle meets the preset conditions, so that the vehicle can reverse in the idle pure electric four-wheel drive mode.

[0016] In some embodiments, the determination module is specifically used to determine whether the vehicle's hybrid transmission includes a mechanical R gear when the actual gear position of the gear lever is detected to be switched to R gear; and to determine whether the vehicle meets the preset conditions for switching to idle pure electric four-wheel drive mode when the hybrid transmission does not include a mechanical R gear.

[0017] In some embodiments, the control module is specifically used to control both the first clutch and the second clutch to open; and when the second clutch is in the open state, to control the synchronizer corresponding to the second input shaft to engage gears.

[0018] In some embodiments, the control module is specifically configured to control the absolute value of the actual torque of the vehicle's front drive motor and the absolute value of the actual torque of the engine to decrease; and to control both the first clutch and the second clutch to open when the absolute value of the actual torque of the front drive motor is less than or equal to a first target torque and the absolute value of the actual torque of the engine is less than or equal to a second target torque.

[0019] In some embodiments, the control module is specifically configured to, when the second clutch is in the open state, adjust the speed of the vehicle's front drive motor according to the rotational speed of the output shaft of the hybrid transmission to reduce the speed difference between the two ends of the synchronizer of the second input shaft; and when the speed difference between the two ends of the synchronizer of the second input shaft is less than a preset speed difference, control the synchronizer corresponding to the second input shaft to engage gear.

[0020] In some embodiments, the control module is specifically configured to, when the speed difference between the two ends of the synchronizer of the second input shaft is less than a preset speed difference, control the torque of the front drive motor to be reduced to a third target torque; and when the torque of the front drive motor is equal to the third target torque, control the synchronizer corresponding to the second input shaft to engage gear.

[0021] In some embodiments, the control module is specifically configured to, when the second clutch is in the open state, send a target gear request for the second input shaft to the vehicle's TCU, and send a shift permission command to the TCU and the vehicle's FMCU, so that after receiving the target gear request and the shift permission command for the second input shaft, the TCU sends a speed control activation request and a target speed request to the FMCU; wherein, the target speed request includes a target speed, which is determined based on the output shaft speed; after receiving the shift permission command and the speed control activation request, the FMCU enters a speed control mode, and after entering the speed control mode and receiving the target speed request, controls the front drive motor to rotate to follow the target speed, so as to reduce the speed difference between the two ends of the synchronizer of the second input shaft.

[0022] In some embodiments, the control module is specifically configured to, when the speed difference between the two ends of the synchronizer of the second input shaft is less than a preset speed difference, control the torque of the front drive motor to be reduced to a third target torque, including: when the speed difference between the two ends of the synchronizer of the second input shaft is less than the preset speed difference, sending a speed control inactivation request to the FMCU, so that the FMCU switches to torque control mode after receiving the speed control inactivation request; and when it is determined that the FMCU has switched to torque control mode, controlling the torque of the front drive motor to be reduced to the third target torque.

[0023] Thirdly, this application provides a vehicle including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any of the above embodiments.

[0024] Fourthly, this application provides a computer program product comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any of the embodiments described above.

[0025] Fifthly, this application provides a non-volatile storage medium storing computer program code that, when run on a computer, causes the computer to perform the methods described in the first aspect or any of the above embodiments. Attached Figure Description

[0026] Figure 1 is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application.

[0027] Figure 2 is a schematic flowchart of a method for controlling vehicle reversing provided in an embodiment of this application.

[0028] Figure 3 is a timing diagram of switching from idle hybrid four-wheel drive mode to idle pure electric four-wheel drive mode according to an embodiment of this application.

[0029] Figure 4 is a schematic diagram of a device for controlling vehicle reversing provided in an embodiment of this application.

[0030] Figure 5 is a structural schematic diagram of a vehicle provided in an embodiment of this application. Embodiments of the present invention

[0031] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0032] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0033] Figure 1 is a schematic diagram of the architecture of a hybrid vehicle provided in an embodiment of this application.

[0034] For example, as shown in FIG1, a hybrid vehicle includes: a first motor 101, a first motor controller 102, a hybrid transmission 103, an engine 104, a high-voltage battery 105, a second motor 106, a front wheel 107, a rear wheel 108, and a differential 109.

[0035] The first motor 101 is also called a front-drive motor or a P2.5 motor. The first motor 101 drives the front wheels 107 of the vehicle through the hybrid transmission 103 or works as a generator.

[0036] The first motor controller 102 controls the speed, torque, and direction of the first motor 101. Specifically, by adjusting the current and voltage of the first motor 101, it precisely controls the speed of the first motor 101, ensuring that the first motor 101 operates within its optimal speed range under different operating conditions. Based on the vehicle's needs, it precisely controls the output torque of the first motor 101, ensuring that the vehicle obtains sufficient driving force during acceleration, hill climbing, and other conditions. By controlling the rotation direction of the first motor 101, it ensures that the first motor 101 can rotate forward or reverse when needed.

[0037] The hybrid transmission 103 is a 4-speed transmission with four forward gears: 1st, 2nd, 3rd, and 4th. In some embodiments, the hybrid transmission 103 does not include a mechanical reverse gear (R) for changing the direction of power transmission. The hybrid transmission specifically includes: a K1 clutch 1031, a K2 clutch 1032, a first input shaft 1033, a second input shaft 1034, a first synchronizer 1035, and a second synchronizer 1036.

[0038] Clutches K1 1031 and K2 1032 are used to connect or disconnect the mechanical connection between the engine 104 and the input shaft of the hybrid transmission 103. The input shaft of the hybrid transmission is the aforementioned first input shaft 1033 and second input shaft 1034. Specifically, clutch K1 1031 is connected to the first input shaft 1033. When clutch K1 1031 is open, the engine 104 is disconnected from the first input shaft 1033. When clutch K1 1031 is closed, the engine 104 is connected to the first input shaft 1033. Clutch K2 1032 is connected to the second input shaft 1034. When clutch K2 1032 is open, the engine 104 is disconnected from the second input shaft 1034. When clutch K2 1032 is closed, the engine 104 is connected to the second input shaft 1034.

[0039] The first input shaft 1033, also known as the odd-numbered shaft, includes odd-numbered gears: 1st gear and 3rd gear. The first synchronizer 1035 is used to select 1st gear or 3rd gear on the first input shaft 1033 so that the engine 104 can transmit the power corresponding to 1st gear or 3rd gear. The second input shaft 1034, also known as the even-numbered shaft, includes even-numbered gears: 2nd gear and 4th gear. The second synchronizer 1036 is used to select 2nd gear or 4th gear on the second input shaft 1034 so that the engine 104 can transmit the power corresponding to 2nd gear or 4th gear.

[0040] The first motor 101 is also connected to the second input shaft 1034 of the hybrid transmission 103, and the K2 clutch 1032 is also used to connect or disconnect the engine 104 from the first motor 101.

[0041] Engine 104 is one of the vehicle's power sources, generating power by burning fuel (such as gasoline or diesel). The power generated by engine 104 is transmitted to hybrid transmission 103 via a clutch, ultimately driving the vehicle's front wheels 107.

[0042] The high-voltage battery 105 is used to supply power to the second motor 106 and the first motor 101 so that the second motor 106 and the first motor 101 output torque to drive the vehicle.

[0043] The second motor 106, also known as the rear-drive motor or P4 motor, transmits power to the rear wheels 108 of the vehicle when it is running, thus driving the vehicle.

[0044] The differential 109 is used to allow the left and right wheels to rotate at different speeds when the vehicle is turning. With the differential 109, the outer wheel can rotate at a faster speed and the inner wheel can rotate at a slower speed, ensuring smooth turning of the vehicle.

[0045] In idle hybrid four-wheel drive mode, the vehicle's K1 clutch 1031 is in a slipping state, the K2 clutch 1032 is in a closed state, the engine 104 remains at idle, the second motor 106 is in drive mode, the first synchronizer 1035 selects to engage first gear on the first input shaft 1033, and the second synchronizer 1036 engages neutral on the second input shaft 1034. In idle hybrid four-wheel drive mode, the engine 104 drives the first motor 101 to generate electricity through the K2 clutch 1032. The electrical energy generated by the first motor 101 can charge the high-voltage battery 105, and the engine 104 outputs power to drive the front wheels 107 of the vehicle through the slipping K1 clutch 1031, while the second motor 106 outputs power to drive the rear wheels 108 of the vehicle.

[0046] The clutch being in a slipping state can be understood as the clutch not being fully engaged, and there being a certain speed difference between the gears on both sides of the clutch.

[0047] In the idle pure electric four-wheel drive mode, the vehicle's K1 clutch 1031 is in the open state, the K2 clutch 1032 is in the open state, the engine 104 is kept at idle speed, the first motor 101 and the second motor 106 are both in driving state, the second synchronizer 1036 selects to engage second gear on the second input shaft 1034, the engine 104 is idling, the first motor 101 outputs power to drive the front wheels 107 of the vehicle, and the second motor 106 outputs power to drive the rear wheels 108 of the vehicle.

[0048] The hybrid transmission based on the above architecture does not include a mechanical reverse gear. Therefore, the engine cannot participate in reversing. If reversing in idle hybrid four-wheel drive mode, since the engine drives the front wheels in idle hybrid four-wheel drive mode and cannot participate in reversing, and the front drive motor is generating electricity, the vehicle can only reverse by driving the rear wheels through the rear drive motor. This results in weak reversing power. In scenarios such as starting in reverse or reversing uphill, the vehicle is prone to slippage when driven only by the rear wheels, leading to difficulties in starting or climbing hills and affecting the user's driving experience.

[0049] Based on this, this application proposes a method for controlling vehicle reversing to improve the power of the vehicle when reversing and enhance the user's driving experience.

[0050] Figure 2 is a schematic flowchart of a method for controlling a vehicle to reverse according to an embodiment of this application. This method is applied to a vehicle including the architecture shown in Figure 1. The vehicle includes a hybrid transmission 103, which includes a first input shaft 1033 and a second input shaft 1034. The first input shaft 1033 is connected to a first clutch, and the second input shaft is connected to a second clutch. The first clutch is clutch K1 1031 in Figure 1, and the second clutch is clutch K2 1032 in Figure 1.

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

[0052] Step 201: When the actual operating mode of the vehicle is idle speed hybrid four-wheel drive mode, monitor the actual gear position of the vehicle's gear lever; wherein, in idle speed hybrid four-wheel drive mode, the vehicle's engine is in idle state, the first clutch is in slip state, the second clutch is in closed state, the vehicle's rear drive motor is in driving state, and the engine drives the vehicle's front drive motor to rotate so that the front drive motor charges the vehicle's battery.

[0053] Step 202: When it is detected that the actual gear position of the gear lever has been switched to R gear, determine whether the vehicle meets the preset conditions for switching to the idle pure electric four-wheel drive mode; wherein, in the idle pure electric four-wheel drive mode, the vehicle's engine is in an idle state, the vehicle's front drive motor and rear drive motor are in a driving state, the first clutch and the second clutch are both in an open state, the front drive motor drives the front wheels of the vehicle, and the rear drive motor drives the rear wheels of the vehicle.

[0054] Step 203: If the vehicle meets the preset conditions, control the actual operation mode of the vehicle to switch from the idle hybrid four-wheel drive mode to the idle pure electric four-wheel drive mode so that the vehicle can reverse in the idle pure electric four-wheel drive mode.

[0055] In the embodiment shown in Figure 2, when the vehicle's actual operating mode is the idle hybrid four-wheel drive mode, after detecting that the actual gear position of the vehicle's gear lever has switched to R gear, it is determined that the vehicle needs to reverse. After determining that the vehicle meets the preset conditions for switching to the idle pure electric four-wheel drive mode, the vehicle is controlled to switch to the idle pure electric four-wheel drive mode, allowing the vehicle to reverse in the idle pure electric four-wheel drive mode. In the idle pure electric four-wheel drive mode, the front wheels of the vehicle are driven by the front drive motor, and the rear wheels are driven by the rear drive motor. Even if the vehicle's hybrid transmission does not have a mechanical R gear, the vehicle can still reverse by relying on the front drive motor to drive the front wheels, achieving four-wheel drive vehicle reversing. This ensures the vehicle's power performance when reversing and avoids the problem of insufficient power when reversing. In addition, in the idle pure electric four-wheel drive mode, the vehicle's engine maintains idle speed, that is, the engine is always running. This means that when the vehicle switches to an operating mode that requires engine use, the engine does not need to be restarted again, avoiding frequent engine start-stop, while improving the efficiency of subsequent mode switching and improving the user's driving experience.

[0056] The specific implementation methods of each step in the embodiment shown in Figure 2 are described in detail below:

[0057] In step 201, in the idle hybrid four-wheel drive mode, the vehicle's engine is idling, and the engine outputs power to the front wheels to drive the vehicle. The vehicle's rear drive motor is running, and the rear drive motor outputs power to the rear wheels to drive the vehicle.

[0058] The actual gear position of a vehicle's gear lever is manually selected by the driver, usually through a physical gear lever or an electronic button / knob. The gear lever positions include: P (Park), D (Drive), R (Reverse), N (Neutral), and several others.

[0059] P is the parking gear, used when the vehicle is stopped, typically to lock the wheels. The actual position of the gear lever is P, meaning the vehicle is currently parked. D is the drive gear, used for normal driving (i.e., forward movement). When the actual position of the gear lever is D, the hybrid transmission automatically selects the appropriate forward gear (such as 1st, 2nd, 3rd, or 4th) based on the actual operating mode, vehicle speed, and load to provide optimal power output and fuel economy. R is the reverse gear, used for reversing. When the actual position of the gear lever is R, the front or rear drive motor reverses, causing the front or rear wheels to rotate in the opposite direction, thus moving the vehicle backward. N is neutral, used to disconnect the power connection between the engine and the wheels. When the gear lever is in N, the hybrid transmission does not transmit engine power to the wheels, allowing the vehicle to coast without power.

[0060] The actual gear position of a vehicle's gear lever directly reflects the driver's intentions, allowing the vehicle to adjust its power output accordingly. Vehicles typically operate in idle hybrid four-wheel drive mode when parking. If parallel parking or reversing into a parking space is required, the driver usually switches between D and R gears to adjust the vehicle's angle and control its parking. Therefore, when the vehicle is in idle hybrid four-wheel drive mode, it's necessary to monitor the actual gear position of the gear lever.

[0061] In step 201, when the vehicle's actual operating mode is idle hybrid four-wheel drive mode, if the actual gear position of the vehicle's gear lever is detected to have shifted to R, it can be determined that the vehicle currently needs to reverse, and it can be determined that the vehicle needs to switch the driving mode to idle pure electric four-wheel drive mode to achieve four-wheel drive driving the vehicle to reverse. Therefore, after detecting that the actual gear position of the vehicle's gear lever has shifted to R, it is necessary to determine whether the vehicle meets the preset conditions for switching to idle pure electric four-wheel drive mode.

[0062] The preset conditions for switching to the idle pure electric four-wheel drive mode may include: the remaining charge of the high-voltage battery is greater than a preset charge (e.g., 15%), and the power of the high-voltage battery is greater than a preset power. For example, the vehicle can be determined to meet the preset conditions for switching to the idle pure electric four-wheel drive mode when the remaining charge of the high-voltage battery is greater than the preset charge by 15% and the power of the high-voltage battery is greater than the preset power.

[0063] The preset battery level is a pre-set minimum battery level threshold. This is to ensure that the vehicle has enough battery power to complete the current driving task or at least be able to safely switch back to other modes (such as series mode or parallel mode), avoiding problems such as battery damage caused by deep discharge of the high-voltage battery.

[0064] The preset power is a pre-set minimum power threshold to ensure that the high-voltage battery can provide sufficient power support when needed. The power output of the high-voltage battery may be affected by temperature, aging, or other factors. By setting a minimum power threshold, the vehicle can ensure that it only enters the idle pure electric four-wheel drive mode when the battery performance is good, thereby optimizing energy management and driving experience.

[0065] In some embodiments, when it is detected that the actual gear position of the gear lever has been switched to R, determining whether the vehicle meets the preset conditions for switching to the idle pure electric four-wheel drive mode includes: when it is detected that the actual gear position of the gear lever has been switched to R, determining whether the vehicle's hybrid transmission includes a mechanical R gear; and when the hybrid transmission does not include a mechanical R gear, determining whether the vehicle meets the preset conditions for switching to the idle pure electric four-wheel drive mode.

[0066] Among them, the mechanical R gear, also known as reverse gear, is a dedicated gear in a hybrid transmission. It changes the rotation direction of the gears inside the hybrid transmission to make the vehicle move backward, thus achieving the reversing function.

[0067] In idle hybrid four-wheel drive mode, the engine outputs power to drive the front wheels of the vehicle. When the hybrid transmission includes a mechanical reverse gear, after the actual gear position of the gear lever is switched to reverse gear, the hybrid transmission can engage the mechanical reverse gear to change the direction of the engine output power, causing the front wheels of the vehicle to rotate in the opposite direction, thereby moving the vehicle backward.

[0068] When a hybrid transmission does not include a mechanical reverse (R) gear, once the actual gear position is shifted to R, the hybrid transmission cannot change the direction of the engine's output power, nor can the engine reverse. Therefore, in idle hybrid four-wheel drive mode, the engine cannot participate in reversing. In idle pure electric four-wheel drive mode, the front drive motor outputs power to drive the front wheels of the vehicle. The front drive motor can reverse its output power to drive the front wheels to rotate in the opposite direction, thereby moving the vehicle backward. Therefore, when it is determined that the hybrid transmission does not include a mechanical reverse gear, to ensure the vehicle can reverse in four-wheel drive mode, it can be determined whether the vehicle meets the preset conditions for switching to idle pure electric four-wheel drive mode.

[0069] In step 203, when the vehicle meets the preset conditions for switching to the idle pure electric four-wheel drive mode, it can be determined that the vehicle can currently switch to the idle pure electric four-wheel drive mode. At this time, the actual operation mode of the vehicle is switched from the idle hybrid four-wheel drive mode to the idle pure electric four-wheel drive mode.

[0070] In the idle pure electric four-wheel drive mode, the engine is idling, and both the front drive motor and the rear drive motor reverse. The front drive motor drives the front wheels of the vehicle, and the rear drive motor drives the rear wheels of the vehicle to achieve four-wheel drive reversing.

[0071] In some embodiments, controlling the actual operating mode of the vehicle to switch from idle hybrid four-wheel drive mode to idle pure electric four-wheel drive mode includes: controlling both the first clutch and the second clutch to open; and controlling the synchronizer corresponding to the second input shaft to engage gears when the second clutch is open.

[0072] Specifically, in idle hybrid four-wheel drive mode, the vehicle's first clutch is in a slipping state, and the second clutch is in a closed state. The engine drives the front wheels of the vehicle through the slipping first clutch, and drives the front drive motor to generate electricity through the closed second clutch. In idle pure electric four-wheel drive mode, both the first and second clutches are in the open state. Therefore, when switching the actual operating mode of the vehicle from idle hybrid four-wheel drive mode to idle pure electric four-wheel drive mode, it is necessary to keep both the first and second clutches open.

[0073] In idle hybrid four-wheel drive mode, the engine transmits power through the output shaft of the hybrid transmission via the first input shaft connected to the first clutch. Therefore, the synchronizer corresponding to the first input shaft is in odd-numbered gear. The first input shaft, i.e., the odd-numbered shaft, includes odd-numbered gears 1 and 3. The synchronizer corresponding to the first input shaft is synchronizer 1035 in Figure 1. In idle hybrid four-wheel drive mode, the front drive motor is connected to the second input shaft via the second clutch. At this time, the front drive motor is driven by the engine to generate electricity and does not output power. Therefore, the synchronizer corresponding to the second input shaft is in neutral. The second input shaft, i.e., the even-numbered shaft, includes even-numbered gears 2 and 4. The synchronizer corresponding to the second input shaft is synchronizer 1036 in Figure 1.

[0074] In idle pure electric four-wheel drive mode, the front drive motor operates. The connection between the front drive motor and the second input shaft requires power transmission through the output shaft of the hybrid transmission via the second input shaft. Therefore, the second input shaft needs to be engaged. Gear engagement must be performed with the clutch open. Therefore, when switching the vehicle's actual operating mode from idle hybrid four-wheel drive mode to idle pure electric four-wheel drive mode, after confirming that the second clutch is open, it is necessary to control the synchronizer corresponding to the second input shaft to engage the gear. The synchronizer corresponding to the second input shaft is engaged with an even-numbered gear, 2nd or 4th.

[0075] As in the above embodiment, when the vehicle is driving in a parking space, the vehicle speed is low. The synchronizer corresponding to the first input shaft can be in gear 1, and the synchronizer corresponding to the second input shaft can be in an even gear, such as gear 2.

[0076] In some embodiments, controlling both the first clutch and the second clutch to open includes: controlling the absolute value of the actual torque of the vehicle's front drive motor and the absolute value of the actual torque of the engine to decrease; and controlling both the first clutch and the second clutch to open when the absolute value of the actual torque of the front drive motor is less than or equal to a first target torque and the absolute value of the actual torque of the engine is less than or equal to a second target torque.

[0077] As described in the above embodiments, in the idle hybrid four-wheel drive mode, the engine is running, meaning it outputs a certain amount of torque. The engine transmits part of this torque to the wheels via the slippery first clutch and also transmits a portion of the torque to the front drive motor via the closed second clutch, controlling the front drive motor to generate electricity. Therefore, the front drive motor also has a certain amount of torque at this time. In some embodiments, since the front drive motor is currently generating electricity, its torque is referred to as negative torque. With both the first and second clutches disengaged, neither the front drive motor nor the engine is under load, making them prone to over-revving.

[0078] To prevent the front drive motor and engine from spinning excessively after both the first and second clutches are engaged, after confirming that the vehicle meets the preset conditions for switching to the idle pure electric four-wheel drive mode, the absolute values ​​of the actual torque of the front drive motor and the engine can be reduced first. After the absolute value of the actual torque of the front drive motor is less than or equal to the first target torque and the absolute value of the actual torque of the engine is less than or equal to the second target torque, the first and second clutches can be engaged.

[0079] The first target torque is a pre-set torque to prevent the front-drive motor from running wild, typically slightly greater than 0 Nm (Newton-meters), for example, 3 Nm. In this case, the absolute value of the actual torque of the front-drive motor needs to be controlled to be less than or equal to 3 Nm to keep the actual torque of the front-drive motor close to 0 Nm. The second target torque is usually slightly greater than the first target torque. If the second target torque can specifically be the idle load torque that allows the engine to maintain a low idle speed, for example, 5 Nm, then the actual torque of the engine needs to be controlled to be less than or equal to 5 Nm.

[0080] In some embodiments, the control unit in the hybrid vehicle shown in Figure 1 may include: a hybrid transmission control unit (TCU), a vehicle control unit (HCU), an engine management system (EMS), and a front motor control unit (FMCU). The entity executing this control method can specifically be a control unit in the vehicle, such as the aforementioned HCU, TCU, EMS, or FMCU.

[0081] Specifically, when the vehicle's actual operating mode is idle hybrid four-wheel drive mode, if the actual gear position of the gear lever is detected to change to R gear, it is determined that the vehicle's actual operating mode needs to be switched from idle hybrid four-wheel drive mode to idle pure electric four-wheel drive mode. Assuming that the vehicle's first input shaft (i.e., odd-numbered shaft) is in 1st gear in idle hybrid four-wheel drive mode, the vehicle's HCU sends the following signals to the TCU: the target gear position for odd-numbered shafts is 1st gear, the target gear position for even-numbered shafts is 2nd gear, the target direct drive gear position is 1st gear, the Idle H-AWD (idle hybrid four-wheel drive) mode is disengaged, the Idle E-AWD (idle pure electric four-wheel drive) mode is activated, the K2 clutch (i.e., the second clutch) engagement request signal, and the K1 clutch (i.e., the first clutch) slippage request signal, so that the TCU can determine the current state of the vehicle. Simultaneously, the HCU controls the absolute values ​​of the actual torque of the front drive motor and the engine to be close to 0 Nm. After the absolute value of the motor's actual torque is less than the first target torque of 3 Nm and the absolute value of the engine's actual torque is less than the second target torque of 5 Nm, it sends a K2 clutch disengagement request signal and a K1 clutch disengagement request signal to the TCU. Upon receiving the K2 clutch disengagement request signals from the HCU, the TCU controls the K2 clutch and the K1 clutch to disengage.

[0082] In some embodiments, controlling both the first clutch and the second clutch to open includes: first controlling the second clutch to open and then controlling the first clutch to open.

[0083] Specifically, the first clutch is used to output power to the front wheels of the vehicle, and the second clutch is used to drive the front-drive motor to generate electricity. Controlling the second clutch to open first—that is, controlling the clutch that does not output power to the wheels to open first—facilitates the operation of switching back to the idle hybrid four-wheel drive mode after the second clutch is engaged and the user switches the actual gear lever to D gear. At this point, simply closing the second clutch is sufficient, improving the efficiency of mode switching.

[0084] Figure 3 is a timing diagram of switching from idle hybrid four-wheel drive mode to idle pure electric four-wheel drive mode according to an embodiment of this application.

[0085] For example, as shown in Figure 3, the switching from idle hybrid four-wheel drive mode to idle pure electric four-wheel drive mode includes four stages: stage one (idle hybrid four-wheel drive mode), stage two (clutch control stage), stage three (gear control stage), and stage four (idle pure electric four-wheel drive mode).

[0086] In Phase One, also known as the idle hybrid four-wheel drive mode, the vehicle's engine is idling. To output power, the engine operates at a relatively high idle speed. The engine outputs a certain amount of torque as the negative torque for the P2.5 motor, driving it to generate electricity. The P2.5 motor also rotates at a certain speed. The actual state of clutch K1 (the first clutch) is slipping, and the actual state of clutch K2 (the second clutch) is closed. Clutch K1 is requested to be slipping, and clutch K2 is requested to be closed. The first synchronizer S1 is in the engaged state, and the second synchronizer S2 is in the disengaged state. The target gear for odd-numbered axes is 1st gear (Gear 1), and the target gear for even-numbered axes is neutral (Gear N). The target operating mode is the idle hybrid four-wheel drive mode (Idle H-AWD).

[0087] In Phase Two, the target operating mode request changes to Idle E-AWD, causing the engine speed to decrease, as well as the absolute values ​​of engine torque and front-drive motor torque. Once the engine speed drops to the target idle speed corresponding to Idle E-AWD and the absolute values ​​of engine torque and front-drive motor torque drop to 0 Nm, the state request for clutch K1 changes to an open request, and the state request for clutch K2 also changes to an open request. After the state requests for clutches K1 and K2 change to open requests, the actual state of clutch K1 becomes open, and the actual state of clutch K2 becomes open.

[0088] In the above method, by controlling the absolute value of the actual torque of the front drive motor to be reduced to less than or equal to the first target torque, and the absolute value of the actual torque of the engine to be reduced to less than or equal to the second target torque, the clutch is then controlled to open. This reduces the inertia of the front drive motor and the engine after the clutch is opened, avoids the front drive motor and the engine from spinning excessively, reduces damage to the front drive motor and the engine, and improves the safety of vehicle operation mode switching.

[0089] In some embodiments, when the second clutch is in the open state, controlling the synchronizer corresponding to the second input shaft to engage gear includes the following steps S11 to S12:

[0090] S11, with the second clutch in the open state, adjusts the speed of the vehicle's front drive motor according to the rotational speed of the output shaft of the hybrid transmission in order to reduce the speed difference between the two ends of the synchronizer of the second input shaft.

[0091] As shown in Figure 1, the even-numbered gears 2 and 4 of the second input shaft include a second synchronizer 1036, which is the synchronizer of the second input shaft mentioned above. Before engaging a gear by controlling the synchronizer corresponding to the second input shaft, it is necessary to reduce the speed difference between the two ends of the second synchronizer 1036 to achieve safe gear engagement and avoid gear impact.

[0092] With the second clutch in the open state, the synchronizer ends of the second input shaft are the output shafts of the front drive motor and the hybrid transmission, respectively. The output shaft of the hybrid transmission is connected to the front wheels of the vehicle. When the vehicle is currently moving, the output shaft of the hybrid transmission has a certain speed. At this time, the speed of the front drive motor can be adjusted based on the speed of the output shaft of the hybrid transmission to reduce the speed difference between the two ends of the synchronizer of the second input shaft.

[0093] In some embodiments, when the second clutch is open, adjusting the speed of the vehicle's front drive motor according to the rotational speed of the output shaft of the hybrid transmission to reduce the speed difference between the two ends of the synchronizer of the second input shaft includes: sending a target gear request for the second input shaft to the vehicle's TCU and sending a shift permission command to the TCU and the vehicle's FMCU when the second clutch is open, so that after receiving the target gear request and the shift permission command, the TCU sends a speed control activation request and a target speed request to the FMCU; wherein, the target speed request includes a target speed, which is determined based on the rotational speed of the output shaft; after receiving the shift permission command and the speed control activation request, the FMCU enters a speed control mode, and after entering the speed control mode and receiving the target speed request, controls the front drive motor to rotate to follow the target speed to reduce the speed difference between the two ends of the synchronizer of the second input shaft.

[0094] After the second clutch is engaged, the vehicle's second input shaft is disconnected from the engine. At this point, it can be determined that the second input shaft can begin to engage gears. Therefore, after confirming that the second clutch is engaged, the HCU sends a target gear request for the second input shaft to the TCU and sends a shift permission command to the TCU and the vehicle's FMCU.

[0095] After receiving the target gear request and shift permission command from the HCU for the second input shaft, the TCU determines that the vehicle is currently allowed to engage gears via the synchronizer corresponding to the second input shaft. Controlling gear engagement via the synchronizer of the second input shaft requires the speed difference between the two ends of the synchronizer to be reduced to less than a preset speed difference. As in the embodiment described above, when the second clutch is open, the two ends of the synchronizer on the second input shaft are the output shaft of the hybrid transmission and the front drive motor, respectively. At this time, the TCU can obtain the rotational speed of the hybrid transmission's output shaft, add a calibration value to the output shaft speed, and obtain the target speed. The target speed is the target speed of the front drive motor. When the rotation of the front drive motor equals the target speed, the rotational speeds at both ends of the synchronizer on the second input shaft are the same.

[0096] After obtaining the target speed, the TCU sends a speed control activation request and a target speed request to the FMCU, the latter including the target speed. Upon receiving the shift permission command from the HCU and the speed control activation request from the TCU, the FMCU enters speed control mode. In speed control mode, the FMCU controls the front drive motor to rotate based on the target speed. After entering speed control mode and receiving the target speed request from the TCU, the FMCU controls the front drive motor to follow the target speed, thereby reducing the speed difference between the synchronizer ends of the second input shaft.

[0097] S12, when the speed difference between the two ends of the synchronizer of the second input shaft is less than the preset speed difference, control the synchronizer corresponding to the second input shaft to engage gear.

[0098] The preset speed difference is the maximum speed difference that ensures the second input shaft can be safely engaged. When the speed difference between the two ends of the synchronizer of the second input shaft, i.e. the second synchronizer 1036, is less than the preset speed difference, it can be determined that the synchronizer corresponding to the second input shaft can be safely and smoothly engaged in 2nd or 4th gear.

[0099] The vehicle can have speed sensors installed at both ends of the synchronizer on the second input shaft. During the adjustment of the front drive motor's speed, the TCU can acquire the speed data from the sensors at both ends of the synchronizer on the second input shaft, calculate the speed difference, and determine if the speed difference is less than a preset speed difference, such as 50 rpm. If the speed difference is less than the preset speed difference of 50 rpm, the TCU controls the synchronizer corresponding to the second input shaft to engage gear.

[0100] The target gear request for the second input axis may also include the target even gear (e.g., 2nd gear) to be engaged, so that the TCU controls the synchronizer corresponding to the second input axis to engage the target even gear.

[0101] For example, as shown in Figure 3, after the second clutch is opened, the target gear request of the even-numbered shaft in stage three becomes 2nd gear (Gear 2), the second synchronizer S2 becomes synchronized, the speed of the front drive motor begins to decrease, and after the speed of the front drive motor decreases to the target speed of 2nd gear, the second synchronizer S2 becomes in the gear engagement state, and after the gear engagement is completed, the second synchronizer S2 becomes in the gear engagement completed state.

[0102] As shown in Figure 3, in stage three, after the second synchronizer S2 changes to the gear shift completion state, the torque of the front drive motor begins to increase until the torque of the front drive motor increases to the torque required by the front axle.

[0103] As shown in Figure 3, in Phase 4, which is the idle pure electric four-wheel drive mode, the engine maintains the target idle speed corresponding to the idle pure electric four-wheel drive mode. The front drive motor maintains the target speed of 2nd gear and outputs the required torque of the front axle to the front wheels of the vehicle. The first clutch and the second clutch are both in the open state. The first synchronizer and the second synchronizer maintain the gear engagement state. The target gear of the odd-numbered shaft is required to maintain 1st gear, and the target gear of the even-numbered shaft is required to maintain 2nd gear. The target operating mode is required to maintain the idle pure electric four-wheel drive mode.

[0104] In the above method, after the second clutch is opened, the front drive motor is rotated based on the speed of the output shaft of the hybrid transmission. This reduces the speed difference between the two ends of the synchronizer of the second input shaft. When the speed difference between the two ends of the synchronizer of the second input shaft is less than the preset speed difference, the synchronizer corresponding to the second input shaft is controlled to engage the gear. This avoids the violent impact between gears caused by gear shifting when the speed difference is too large, protects the hybrid transmission and other transmission system components, achieves smooth gear shifting, and improves driving comfort and vehicle stability.

[0105] In some embodiments, when the speed difference between the two ends of the synchronizer of the second input shaft is less than a preset speed difference, controlling the synchronizer corresponding to the second input shaft to engage a gear includes: when the speed difference between the two ends of the synchronizer of the second input shaft is less than the preset speed difference, controlling the torque of the front drive motor to decrease to a third target torque; and when the torque of the front drive motor is equal to the third target torque, controlling the synchronizer corresponding to the second input shaft to engage a gear.

[0106] It is understandable that when the synchronizer corresponding to the second input shaft of the TCU is engaged, the FMCU enters the speed control mode to adjust the speed of the front drive motor. At this time, the front drive motor has a certain torque. At this time, the actual operation mode of the vehicle has not been switched to the idle pure electric four-wheel drive mode. That is, the HCU has not yet issued a command to control the output torque of the front drive motor. After the synchronizer corresponding to the second input shaft is engaged, the actual operation mode of the vehicle will be switched to the idle pure electric four-wheel drive mode.

[0107] To prevent the front drive motor from outputting torque before the HCU issues a command to control its output torque after switching to idle pure electric four-wheel drive mode, the front drive motor's torque needs to be reduced to a third target torque before engaging gears via the synchronizer corresponding to the second input shaft. This third target torque can be 0 Nm to ensure that the front drive motor does not output torque on its own after switching to idle pure electric four-wheel drive mode.

[0108] After determining that the actual torque of the front drive motor is equal to the third target torque of 0 Nm, the synchronizer corresponding to the second input shaft is then controlled to engage gear.

[0109] In the above method, by controlling the front drive motor to reduce its torque to the third target torque before engaging gears via the synchronizer corresponding to the second input shaft, and only performing the gear engagement operation after confirming that the actual torque of the front drive motor equals the third target torque, torque fluctuations and unnecessary drive output that may occur during gear shifting are effectively avoided. This prevents the front drive motor from outputting torque prematurely, which could cause the vehicle to move suddenly without being ready, thus affecting driving safety.

[0110] In some embodiments, when the speed difference between the two ends of the synchronizer of the second input shaft is less than a preset speed difference, controlling the torque of the front drive motor to be reduced to a third target torque includes: when the speed difference between the two ends of the synchronizer of the second input shaft is less than the preset speed difference, sending a speed control inactivation request to the FMCU, so that the FMCU switches to torque control mode after receiving the speed control inactivation request; and when it is determined that the FMCU has switched to torque control mode, controlling the torque of the front drive motor to be reduced to the third target torque.

[0111] Specifically, when the speed difference across the synchronizer of the second input shaft is less than the preset speed difference, it can be determined that it is safe to control the second input shaft to engage gears. At this point, it is no longer necessary to control the front drive motor based on the target speed to reduce the speed difference across the synchronizer of the second input shaft. The TCU then sends a speed control deactivation request to the FMCU so that the FMCU can determine that it is no longer necessary to control the front drive motor based on the target speed.

[0112] Once the FMCU determines that it no longer needs to control the front drive motor based on the target speed, it switches to torque control mode. In torque control mode, the FMCU controls the front drive motor to rotate based on the target torque. If the vehicle does not need to output torque at this time, it controls the torque of the front drive motor to be reduced to the third target torque of 0 Nm.

[0113] After the TCU detects that the speed difference between the two ends of the second synchronizer S2 is less than the preset speed difference of 50 rpm and the torque of the front drive motor drops to 0 Nm, it controls the synchronizer corresponding to the second input shaft to engage gear through the second synchronizer S2.

[0114] In some embodiments, after determining that the second synchronizer S2 has engaged gears, the HCU will also send a shift disallowed command to each control unit and control the vehicle to reverse in Idle E-AWD mode.

[0115] In summary, this application, when the vehicle is in idle hybrid four-wheel drive mode, detects that the actual gear position of the vehicle's gear lever has shifted to R gear and that the vehicle meets the preset conditions for switching to idle pure electric four-wheel drive mode. In idle pure electric four-wheel drive mode, even if the vehicle's hybrid transmission does not have a mechanical R gear, the vehicle can still reverse using the front drive motor, achieving four-wheel drive reversing. This ensures the vehicle's power performance during reversing and avoids the problem of insufficient power when reversing. Furthermore, in idle pure electric four-wheel drive mode, the vehicle's engine maintains idle speed, avoiding frequent engine start-stop and improving the user experience. The clutch is disengaged only after the absolute values ​​of the actual torque of the front drive motor and the engine have both decreased, preventing the front drive motor and engine from running wildly. By reducing the speed difference between the two ends of the synchronizer on the second input shaft before controlling the corresponding synchronizer on the second input shaft to engage gears, severe impacts between gears caused by gear shifting when the speed difference is too large are avoided. This protects the hybrid transmission and other drivetrain components, achieving smooth gear shifting. Before engaging gears, the synchronizer on the second input shaft controls the front drive motor to reduce torque, preventing the front drive motor from outputting torque prematurely, which could cause the vehicle to move suddenly without being ready, affecting driving safety.

[0116] Figure 4 is a schematic diagram of a device for controlling vehicle reversing provided in an embodiment of this application.

[0117] The vehicle is used in a hybrid vehicle, the vehicle includes a hybrid transmission, the hybrid transmission includes: a first input shaft and a second input shaft, the first input shaft is connected to a first clutch, and the second input shaft is connected to a second clutch.

[0118] For example, as shown in FIG4, the device 400 includes:

[0119] The monitoring module 401 is used to monitor the actual gear position of the vehicle's gear lever when the actual operating mode of the vehicle is idle hybrid four-wheel drive mode. In idle hybrid four-wheel drive mode, the vehicle's engine is idling, the first clutch is slipping, the second clutch is closed, the vehicle's rear drive motor is in driving mode, and the engine drives the vehicle's front drive motor to rotate so that the front drive motor charges the vehicle's battery.

[0120] The judgment module 402 is used to determine whether the vehicle meets the preset conditions for switching to the idle pure electric four-wheel drive mode when the actual gear position of the gear lever is detected to be switched to R gear. In the idle pure electric four-wheel drive mode, the vehicle's engine is in an idle state, the vehicle's front drive motor and rear drive motor are in a driving state, the first clutch and the second clutch are both in an open state, the front drive motor drives the front wheels of the vehicle, and the rear drive motor drives the rear wheels of the vehicle.

[0121] The control module 403 is used to control the actual operation mode of the vehicle to switch from the idle hybrid four-wheel drive mode to the idle pure electric four-wheel drive mode when the vehicle meets the preset conditions, so that the vehicle can reverse in the idle pure electric four-wheel drive mode.

[0122] In some embodiments, the determination module 402 is specifically used to determine whether the vehicle's hybrid transmission includes a mechanical R gear when the actual gear position of the gear lever is detected to be switched to R gear; and to determine whether the vehicle meets the preset conditions for switching to idle pure electric four-wheel drive mode when the hybrid transmission does not include a mechanical R gear.

[0123] In some embodiments, the control module 403 is specifically used to control both the first clutch and the second clutch to open; and when the second clutch is in the open state, to control the synchronizer corresponding to the second input shaft to engage gears.

[0124] In some embodiments, the control module 403 is specifically configured to control the absolute value of the actual torque of the vehicle's front drive motor and the absolute value of the actual torque of the engine to decrease; and control both the first clutch and the second clutch to open when the absolute value of the actual torque of the front drive motor is less than or equal to a first target torque and the absolute value of the actual torque of the engine is less than or equal to a second target torque.

[0125] In some embodiments, the control module 403 is specifically configured to, when the second clutch is in the open state, adjust the speed of the vehicle's front drive motor according to the rotational speed of the output shaft of the hybrid transmission to reduce the speed difference between the two ends of the synchronizer of the second input shaft; and when the speed difference between the two ends of the synchronizer of the second input shaft is less than a preset speed difference, control the synchronizer corresponding to the second input shaft to engage gear.

[0126] In some embodiments, the control module 403 is specifically configured to, when the speed difference between the two ends of the synchronizer of the second input shaft is less than a preset speed difference, control the torque of the front drive motor to be reduced to a third target torque; and when the torque of the front drive motor is equal to the third target torque, control the synchronizer corresponding to the second input shaft to engage gear.

[0127] In some embodiments, the control module 403 is specifically configured to, when the second clutch is in the open state, send a target gear request for the second input shaft to the vehicle's TCU, and send a shift permission command to the TCU and the vehicle's FMCU, so that after receiving the target gear request and the shift permission command for the second input shaft, the TCU sends a speed control activation request and a target speed request to the FMCU; wherein, the target speed request includes a target speed, which is determined based on the output shaft speed; after receiving the shift permission command and the speed control activation request, the FMCU enters a speed control mode, and after entering the speed control mode and receiving the target speed request, controls the front drive motor to rotate to follow the target speed, so as to reduce the speed difference between the two ends of the synchronizer of the second input shaft.

[0128] In some embodiments, the control module 403 is specifically configured to control the torque of the front drive motor to decrease to a third target torque when the speed difference between the two ends of the synchronizer of the second input shaft is less than a preset speed difference, including: when the speed difference between the two ends of the synchronizer of the second input shaft is less than the preset speed difference, sending a speed control inactivation request to the FMCU so that the FMCU switches to torque control mode after receiving the speed control inactivation request; and when it is determined that the FMCU has switched to torque control mode, controlling the torque of the front drive motor to decrease to the third target torque.

[0129] Figure 5 is a structural schematic diagram of a vehicle provided in an embodiment of this application.

[0130] For example, as shown in FIG5, the vehicle 500 includes a memory 501 and a processor 502, wherein the memory 501 stores executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a method for controlling the vehicle to reverse.

[0131] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a method for controlling vehicle reversing provided in embodiments of this application.

[0132] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0133] When each functional module is divided according to its corresponding function, the device may also include a monitoring module, a judgment module, and a control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0134] It should be understood that the device provided in this embodiment is used to execute the above-described method for controlling a vehicle to reverse, and therefore can achieve the same effect as the above-described implementation method.

[0135] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0136] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0137] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a method for controlling vehicle reversing provided in the above embodiments.

[0138] This embodiment also provides a non-volatile storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the method for controlling vehicle reversing provided in the above embodiment.

[0139] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a method for controlling vehicle reversing provided in the above embodiment.

[0140] In this embodiment, the device, non-volatile storage medium, computer program product or chip are all used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding method provided above, and will not be repeated here.

[0141] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0142] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0143] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling a vehicle to reverse, applied to a hybrid vehicle, said vehicle including a hybrid transmission, said hybrid transmission comprising: A first input shaft and a second input shaft, the first input shaft being connected to a first clutch and the second input shaft being connected to a second clutch, the method comprising: When the actual operating mode of the vehicle is idle hybrid four-wheel drive mode, monitor the actual gear position of the vehicle's gear lever; wherein, in the idle hybrid four-wheel drive mode, the vehicle's engine is in an idling state, the first clutch is in a slipping state, the second clutch is in a closed state, the vehicle's rear drive motor is in a driving state, and the engine drives the vehicle's front drive motor to rotate so that the front drive motor charges the vehicle's battery. When the actual gear position of the gear lever is detected to be reverse (R), it is determined whether the vehicle meets the preset conditions for switching to the idle pure electric four-wheel drive mode; wherein, in the idle pure electric four-wheel drive mode, the vehicle's engine is in an idle state, the vehicle's front drive motor and rear drive motor are in a driving state, the first clutch and the second clutch are both in an open state, the front drive motor drives the vehicle's front wheels, and the rear drive motor drives the vehicle's rear wheels; When the vehicle meets the preset conditions, the actual operating mode of the vehicle is switched from the idle hybrid four-wheel drive mode to the idle pure electric four-wheel drive mode so that the vehicle can reverse in the idle pure electric four-wheel drive mode.

2. The method according to claim 1, wherein, When the actual gear position of the gear lever is detected to be reverse (R), the determination of whether the vehicle meets the preset conditions for switching to idle pure electric four-wheel drive mode includes: If the actual gear position of the gear lever is detected to be reverse gear, determine whether the hybrid transmission of the vehicle includes a mechanical reverse gear; In the absence of the mechanical reverse gear in the hybrid transmission, determine whether the vehicle meets the preset conditions for switching to the idle pure electric four-wheel drive mode.

3. The method according to claim 1 or 2, wherein, The control of switching the actual operating mode of the vehicle from the idle hybrid four-wheel drive mode to the idle pure electric four-wheel drive mode includes: Both the first clutch and the second clutch are disengaged; With the second clutch in the open state, the synchronizer corresponding to the second input shaft is controlled to engage gears.

4. The method according to claim 3, wherein, The control of both the first clutch and the second clutch to be engaged includes: The absolute values ​​of the actual torque of the vehicle's front-drive motor and the engine's actual torque are reduced. When the absolute value of the actual torque of the front drive motor is less than or equal to the first target torque and the absolute value of the actual torque of the engine is less than or equal to the second target torque, both the first clutch and the second clutch are controlled to open.

5. The method according to claim 3, wherein, When the second clutch is in the open state, controlling the synchronizer corresponding to the second input shaft to engage gears includes: With the second clutch in the open state, the speed of the vehicle's front drive motor is adjusted according to the rotational speed of the output shaft of the hybrid transmission in order to reduce the speed difference between the two ends of the synchronizer on the second input shaft. When the speed difference between the two ends of the synchronizer of the second input shaft is less than the preset speed difference, the synchronizer corresponding to the second input shaft is controlled to engage gear.

6. The method according to claim 5, wherein, The step of controlling the synchronizer corresponding to the second input shaft to engage gear when the speed difference between the two ends of the synchronizer of the second input shaft is less than a preset speed difference includes: When the speed difference between the two ends of the synchronizer of the second input shaft is less than the preset speed difference, the torque of the front drive motor is controlled to be reduced to the third target torque. When the torque of the front drive motor is equal to the third target torque, the synchronizer corresponding to the second input shaft is controlled to engage gear.

7. The method according to claim 5, wherein, When the second clutch is in the open state, adjusting the speed of the vehicle's front drive motor according to the rotational speed of the output shaft of the hybrid transmission to reduce the speed difference across the synchronizer of the second input shaft includes: With the second clutch in the open state, a target gear request for the second input shaft is sent to the vehicle's TCU, and a shift permission command is sent to the TCU and the vehicle's FMCU, so that after receiving the target gear request for the second input shaft and the shift permission command, the TCU sends a speed control activation request and a target speed request to the FMCU; wherein, the target speed request includes a target speed, and the target speed is determined based on the speed of the output shaft; After receiving the shift permission command and the speed control activation request, the FMCU enters the speed control mode. After entering the speed control mode and receiving the target speed request, it controls the front drive motor to rotate to follow the target speed, so as to reduce the speed difference between the two ends of the synchronizer of the second input shaft.

8. The method according to claim 7, wherein, When the speed difference across the synchronizer of the second input shaft is less than a preset speed difference, controlling the torque of the front drive motor to decrease to a third target torque includes: When the speed difference between the two ends of the synchronizer of the second input shaft is less than the preset speed difference, a speed control inactivation request is sent to the FMCU so that the FMCU switches to torque control mode after receiving the speed control inactivation request. When it is determined that the FMCU has switched to the torque control mode, the torque of the front drive motor is controlled to be reduced to the third target torque.

9. The method according to any one of claims 1 to 8, wherein, The determination of whether the vehicle meets the preset conditions for switching to idle pure electric four-wheel drive mode includes: If the remaining charge of the high-voltage battery is greater than the preset charge and the power of the high-voltage battery is greater than the preset power, the vehicle is determined to meet the preset conditions for switching to the idle pure electric four-wheel drive mode.

10. The method according to claim 4, wherein, When the absolute value of the actual torque of the front-drive motor is less than or equal to the first target torque and the absolute value of the actual torque of the engine is less than or equal to the second target torque, controlling both the first clutch and the second clutch to disengage includes: When the absolute value of the actual torque of the front drive motor is less than or equal to the first target torque and the absolute value of the actual torque of the engine is less than or equal to the second target torque, a first clutch opening request and a second clutch opening request are sent to the TCU, so that the TCU controls both the first clutch and the second clutch to open after receiving the first clutch opening request and the second clutch opening request.

11. The method according to claim 4, wherein, The control of both the first clutch and the second clutch to be engaged includes: First, control the second clutch to open, then control the first clutch to open.

12. The method according to claim 7, wherein, The target gear request for the second input shaft also includes: the target even-numbered gear to be engaged, and the step of controlling the synchronizer corresponding to the second input shaft to engage the gear includes: Control the synchronizer corresponding to the second input axis to engage the target even-numbered gear.

13. The method according to claim 3, wherein, After the synchronizer corresponding to the second input shaft is engaged, the method further includes: Send a shift disallow command to each control unit and control the vehicle to reverse in the idle pure electric four-wheel drive mode.

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

15. A non-volatile storage medium storing a computer program that, when executed, implements the method as described in any one of claims 1 to 13.

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