WO2023169314A1 - 四驱混动车辆控制方法、装置、车辆及存储介质 - Google Patents

四驱混动车辆控制方法、装置、车辆及存储介质 Download PDF

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Publication number
WO2023169314A1
WO2023169314A1 PCT/CN2023/079458 CN2023079458W WO2023169314A1 WO 2023169314 A1 WO2023169314 A1 WO 2023169314A1 CN 2023079458 W CN2023079458 W CN 2023079458W WO 2023169314 A1 WO2023169314 A1 WO 2023169314A1
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WO
WIPO (PCT)
Prior art keywords
drive motor
front axle
hybrid vehicle
wheel drive
gearbox
Prior art date
Application number
PCT/CN2023/079458
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English (en)
French (fr)
Inventor
贾艺豪
崔文夏
Original Assignee
长城汽车股份有限公司
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Application filed by 长城汽车股份有限公司 filed Critical 长城汽车股份有限公司
Publication of WO2023169314A1 publication Critical patent/WO2023169314A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/119—Conjoint control of vehicle sub-units of different type or different function including control of all-wheel-driveline means, e.g. transfer gears or clutches for dividing torque between front and rear axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present application belongs to the field of vehicle control technology, and in particular relates to a four-wheel drive hybrid vehicle control method, device, vehicle and storage medium.
  • DHT Dedicated Hybrid Technology
  • GM/TM dual motors dual motor controllers
  • DCDC integrated DCDC and fixed-axis gearboxes, etc.
  • Components are integrated together to achieve smaller size, lighter weight and higher transmission efficiency than traditional fuel powertrains.
  • the current torque distribution of the front and rear axles of DHT models does not take into account the shifting of the front and rear axle transmission lines and the actual gear position, which will cause problems such as uneven torque or loss of power during the shifting process of the vehicle.
  • One purpose of the embodiments of the present application is to provide a four-wheel drive hybrid vehicle control method, device, vehicle and storage medium.
  • a four-wheel drive hybrid vehicle control method including:
  • the torque ratio of the front axle drive motor is controlled to increase to a preset ratio.
  • the four-wheel drive hybrid vehicle control method further includes:
  • the front axle drive motor is controlled to maintain the current torque ratio.
  • the four-wheel drive hybrid vehicle control method further includes:
  • the torque ratio of the front axle drive motor is controlled to increase to 100%.
  • controlling the torque ratio of the front axle drive motor to increase to a preset ratio includes:
  • the front axle drive motor is controlled to increase the torque ratio to the preset ratio according to the first rate.
  • a four-wheel drive hybrid vehicle control device including:
  • the first acquisition module is used to obtain the gear status of the front axle gearbox and the gear status of the rear axle gearbox;
  • the first control module is used to control the front axle drive motor to maintain the current torque ratio when the gear state of the front axle gearbox is shifting;
  • the second control module is used to control the torque ratio of the front axle drive motor to increase to a preset ratio when the gear state of the rear axle gearbox is shifting.
  • the four-wheel drive hybrid vehicle control device further includes:
  • the second acquisition module is used to acquire the working mode of the vehicle
  • the third control module is used to control the front axle drive motor to maintain the current torque ratio when the vehicle's operating mode is in the process of switching from the series mode to the engine direct drive mode.
  • the four-wheel drive hybrid vehicle control device further includes:
  • a fourth control module is used to control the torque ratio of the front axle drive motor to increase to 100% when the gear state of the rear axle gearbox is in neutral for longer than a preset time.
  • the second control module includes:
  • An acquisition unit used to acquire the first rate of torque proportional unloading of the rear axle drive motor
  • a control unit configured to control the front axle drive motor to increase the torque ratio to the preset ratio according to the first rate.
  • a vehicle including a memory, a controller, and a computer program stored in the memory and executable on the controller.
  • the controller executes the computer program, the first aspect is implemented.
  • a computer-readable storage medium stores a computer program.
  • the computer program is executed by a controller, the four-wheel drive hybrid system as described in any one of the first aspects is implemented. Vehicle control methods.
  • embodiments of the present application provide a computer program product that, when run on a terminal device, causes the terminal device to execute the four-wheel drive hybrid vehicle control method described in any one of the above first aspects.
  • the beneficial effect of the technical solution provided by the embodiment of the present application is that by obtaining the gear state of the front axle gearbox and the gear state of the rear axle gearbox, when the gear state of the front axle gearbox is in gear shifting, the front axle drive motor It is necessary to provide torque so that the torque at the crankshaft end of the engine is zero. At this time, the front axle drive motor is controlled to maintain the current torque ratio to prevent the front axle drive motor torque ratio from continuing to increase beyond the motor's capacity and causing power loss. When the rear axle gearbox is shifting, the rear axle drive motor cannot continue to output power. At this time, the torque ratio of the front axle drive motor is controlled to increase to the preset ratio, which reduces the loss of vehicle power and improves vehicle performance. Driving stability.
  • Figure 1 is a schematic flowchart of a four-wheel drive hybrid vehicle control method provided by an embodiment of the present application
  • Figure 2 is a schematic flowchart of a four-wheel drive hybrid vehicle control method provided by another embodiment of the present application.
  • Figure 3 is a schematic flowchart of a four-wheel drive hybrid vehicle control method provided by another embodiment of the present application.
  • Figure 4 is a schematic structural diagram of a four-wheel drive hybrid vehicle control device provided by an embodiment of the present application.
  • Figure 5 is a schematic structural diagram of a vehicle provided by an embodiment of the present application.
  • the term “if” may be interpreted as “when” or “once” or “in response to determining” or “in response to detecting” depending on the context.
  • the phrase “if determined” or “if [the described condition or event] is detected” may be interpreted, depending on the context, to mean “once determined” or “in response to a determination” or “once the [described condition or event] is detected ]” or “in response to detection of [the described condition or event]”.
  • Figure 1 shows a schematic flowchart of a four-wheel drive hybrid vehicle control method provided by an embodiment of the present application. As shown in Figure 1, the four-wheel drive hybrid vehicle control method includes steps S101 to S103.
  • Step S101 Obtain the gear status of the front axle gearbox and the gear status of the rear axle gearbox.
  • the controller on the vehicle can obtain the gear status of the front axle gearbox and the gear status of the rear axle gearbox by analyzing signals transmitted by sensors or other electronic components on the vehicle.
  • Step S102 When the gear state of the front axle gearbox is shifting, the front axle drive motor is controlled to maintain the current torque ratio.
  • the front axle drive motor needs to provide negative torque to offset the torque at the crankshaft end of the engine, so that The total torque at the crankshaft end of the engine is zero.
  • the torque ratio of the front axle drive motor will be increased, but if the torque ratio of the front axle drive motor continues to increase, it will exceed the capacity of the motor, which may cause power loss of the front axle drive motor and affect the stability of driving. At this time, the front axle drive motor is controlled to maintain the current torque ratio.
  • the front axle drive motor uses the current output torque to offset the torque at the crankshaft end of the engine, so that the total torque at the crankshaft end of the engine is zero, preventing the torque ratio of the front axle drive motor from continuing. Increase the power loss caused by exceeding the motor capacity and improve the smoothness of vehicle driving.
  • a filter module with a very small gradient can be added to the vehicle.
  • the filter module controls the front axle drive motor.
  • the torque ratio increases slowly and basically maintains the current value, which will not cause the problem of power loss caused by an excessive increase in the torque ratio of the front axle drive motor.
  • Step S103 when the gear state of the rear axle gearbox is shifting, the torque ratio of the front axle drive motor is controlled to increase to a preset ratio.
  • both the front axle drive motor and the rear axle drive motor fully output torque according to the current torque limit.
  • What affects the motor torque limit under this condition is the current maximum discharge power of the battery. If this When the rear axle gearbox shifts gears, the rear axle drive motor needs to adjust the speed and cannot continue to output power, resulting in a loss of vehicle power and affecting the smoothness of vehicle driving.
  • the torque ratio of the front axle drive motor is controlled to increase to the preset ratio, and the torque of the front axle drive motor is increased, which is supplemented by the front axle drive motor. Block the lost power, minimize the loss of vehicle power, and improve the stability of vehicle driving.
  • the preset ratio is 90%-100%, and optimally, the preset ratio is 100%.
  • the torque ratio of the front axle drive motor is controlled to increase to 100%. At this time, all the power of the battery on the vehicle is distributed to the front axle.
  • the front axle drive motor supplements the power lost due to the rear axle gearbox shifting, minimizing the loss of vehicle power and improving the smoothness of vehicle driving.
  • step S103 may specifically include step S1031 and step S1032.
  • Step S1031 Obtain the first rate of torque proportional unloading of the rear axle drive motor.
  • the controller on the vehicle has internal gear shifting logic and determines whether the rear axle gearbox needs to be shifted by integrating various current parameters of the vehicle (such as vehicle speed, driver's accelerator pedal opening, gearbox data, etc.) .
  • various current parameters of the vehicle such as vehicle speed, driver's accelerator pedal opening, gearbox data, etc.
  • the controller on the vehicle sends a shift request, it will control the torque ratio of the rear axle drive motor to be unloaded at the first rate.
  • the torque ratio of the rear axle drive motor is zero, the rear axle gearbox can complete the shift. block.
  • the first rate can be a fixed value preset by the designer, or it can be real-time data calculated by the controller through various current parameters of the vehicle.
  • the first rate is used to indicate how quickly the torque ratio of the rear axle drive motor decreases. The greater the first rate, the faster the torque ratio of the rear axle drive motor decreases; the smaller the first rate, the faster the torque ratio of the rear axle drive motor decreases. The torque ratio decreases more slowly.
  • Step S1032 Control the front axle drive motor to increase the torque ratio to a preset ratio at a first rate.
  • the rear axle drive motor reduces the torque ratio to zero at the first rate.
  • the front axle drive motor is controlled to increase the torque ratio to the preset ratio according to the first rate.
  • the increase rate of the front axle drive motor torque ratio is equal to the decrease rate of the rear axle drive motor torque ratio.
  • the increase of the front axle drive motor Torque compensates for the reduction in torque of the rear axle drive motor, keeping the vehicle's power stable and improving the vehicle's smoothness when shifting gears in the rear axle gearbox.
  • the preset ratio is 100%.
  • the torque of the rear axle drive motor is 500Nm and the torque ratio is 50%;
  • the torque of the front axle drive motor is 500Nm and the torque ratio is 50. %.
  • the rear axle drive motor torque unloading rate is 500Nm/s, and the torque proportioning unloading rate is 50%/s;
  • the front axle drive motor torque increasing rate is 500Nm/s, and the torque proportioning increasing rate is 50%/s.
  • Figure 2 shows a schematic flowchart of a four-wheel drive hybrid vehicle control method provided by another embodiment of the present application. As shown in Figure 2, the four-wheel drive hybrid vehicle control method also includes step S104 and step S105.
  • Step S104 Obtain the working mode of the vehicle.
  • the working modes of four-wheel drive hybrid vehicles include EV mode, series mode and parallel mode.
  • EV mode the vehicle is directly driven by the drive motor.
  • series mode the engine drives the generator to generate electricity, the generator provides energy to the drive motor, and the drive motor directly drives the vehicle.
  • parallel mode the engine directly drives the vehicle, and the generator and drive motor are responsible for adjusting the engine operating point and auxiliary drive.
  • the current working mode of the vehicle can be obtained.
  • Step S105 when the vehicle's operating mode is in the process of switching from the series mode to the engine direct drive mode, the front axle drive motor is controlled to maintain the current torque ratio.
  • the vehicle's driving mode is switched from pure electric drive to the engine and the drive motor jointly driving the vehicle. Due to the slow rise of engine torque, during the mode switching process, the actual engine torque is less than the target torque. At this time, the front axle drive motor is required to compensate for the torque. As a result, the torque of the front axle drive motor increases rapidly. If the torque of the front axle drive motor rises too fast, it will cause the torque of the front and rear axles to be uneven. When the torque of the front axle drive motor exceeds the capacity of the drive motor, it will cause the power loss of the front axle drive motor. .
  • the front axle drive motor is controlled to maintain the current torque ratio, so that the front axle drive motor uses the existing torque to the engine torque Compensation is performed to prevent the problem of power loss caused by an excessive increase in the torque ratio of the front axle drive motor.
  • Figure 3 shows a schematic flowchart of a four-wheel drive hybrid vehicle control method provided by another embodiment of the present application. As shown in Figure 3, the four-wheel drive hybrid vehicle control method also includes step S106.
  • Step S106 When the gear state of the rear axle gearbox is in neutral for a duration greater than a preset time, the torque ratio of the front axle drive motor is controlled to increase to 100%.
  • the rear axle gearbox will always be in N gear (neutral). At this time, the rear axle drive motor has no power output. Torque matching of the drive motor will cause a waste of energy and insufficient vehicle power.
  • the duration of the rear axle gearbox in neutral is greater than the preset time, it means that the rear axle gearbox has failed to self-learn, and the rear axle gearbox is always in N gear.
  • the torque ratio of the front axle drive motor is controlled to increase to 100%, the torque ratio of the front axle drive motor is increased to compensate for the torque loss of the rear axle drive motor, maintaining sufficient power of the vehicle and ensuring that the vehicle can still drive normally when the rear axle gearbox is in neutral.
  • sequence number of each step in the above embodiment does not mean the order of execution.
  • the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present application.
  • Figure 4 is a schematic structural diagram of a four-wheel drive hybrid vehicle control device provided by an embodiment of the present application. As shown in Figure 4, the four-wheel drive hybrid vehicle control device includes:
  • the first acquisition module 41 is used to acquire the gear status of the front axle gearbox and the gear status of the rear axle gearbox;
  • the first control module 42 is used to control the front axle drive motor to maintain the current torque ratio when the gear state of the front axle gearbox is shifting;
  • the second control module 43 is used to control the torque ratio of the front axle drive motor to increase to a preset ratio when the gear state of the rear axle gearbox is shifting.
  • the four-wheel drive hybrid vehicle control device further includes:
  • the second acquisition module is used to acquire the working mode of the vehicle
  • the third control module is used to control the front axle drive motor to maintain the current torque ratio when the vehicle's operating mode is in the process of switching from the series mode to the engine direct drive mode.
  • the four-wheel drive hybrid vehicle control device further includes:
  • a fourth control module is used to control the torque ratio of the front axle drive motor to increase to 100% when the gear state of the rear axle gearbox is in neutral for longer than a preset time.
  • the second control module 43 includes:
  • An acquisition unit used to acquire the first rate of torque proportional unloading of the rear axle drive motor
  • a control unit configured to control the front axle drive motor to increase the torque ratio to the preset ratio according to the first rate.
  • Module completion means dividing the internal structure of the device into different functional units or modules to complete all or part of the functions described above.
  • Each functional unit and module in the embodiment can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit.
  • the above-mentioned integrated unit can be hardware-based. It can also be implemented in the form of software functional units.
  • the specific names of each functional unit and module are only for the convenience of distinguishing each other and are not used to limit the scope of protection of the present application.
  • FIG. 5 is a schematic structural diagram of a vehicle provided by an embodiment of the present application.
  • the vehicle 5 of this embodiment may include: at least one controller 50 (only one controller 50 is shown in FIG. 5 ), a memory 51 , and a memory 51 stored in the memory 51 and operable in the at least one controller 50 .
  • the computer program 52 runs on the controller 50.
  • the controller 50 executes the computer program 52, the steps in any of the above method embodiments are implemented, such as steps S101 to S103 in the embodiment shown in Figure 1.
  • the controller 50 executes the computer program 52, it implements the functions of each module/unit in each of the above device embodiments, such as the functions of modules 41 to 43 shown in Figure 4.
  • the computer program 52 can be divided into one or more modules/units, the one or more modules/units are stored in the memory 51 and executed by the controller 50 to complete this invention.
  • the one or more modules/units may be a series of computer program 52 instruction segments capable of completing specific functions. The instruction segments are used to describe the execution process of the computer program 52 in the vehicle 5 .
  • the so-called controller 50 can be a central processing unit (Central Processing Unit, CPU), the controller 50 can also be other general controller, digital signal controller (Digital Signal Processor, DSP), application specific integrated circuit (Application Specific Integrated Circuit) , ASIC), off-the-shelf programmable gate array (Field-Programmable Gate Array, FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.
  • the universal controller may be a microcontroller or the controller may be any conventional controller, etc.
  • the memory 51 may be an internal storage unit of the vehicle 5 in some embodiments, such as a hard drive or memory of the vehicle 5 .
  • the memory 51 may also be an external storage device of the vehicle 5 , such as a plug-in hard drive, a smart memory card (Smart Media Card, SMC), or a secure digital device equipped on the vehicle 5 . Digital, SD) card, Flash Card, etc.
  • the memory 51 may also include both an internal storage unit of the vehicle 5 and an external storage device.
  • the memory 51 is used to store operating systems, application programs, boot loaders, data and other programs, such as program codes of the computer program 52 .
  • the memory 51 can also be used to temporarily store data that has been output or is to be output.
  • Embodiments of the present application also provide a computer-readable storage medium that stores a computer program 52.
  • the computer program 52 can implement the steps in each of the above method embodiments. .
  • Embodiments of the present application provide a computer program product.
  • the steps in each of the above method embodiments can be implemented when the mobile terminal is executed.
  • the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it may be stored in a computer-readable storage medium. Based on this understanding, this application can implement all or part of the processes in the above embodiment methods by instructing relevant hardware through a computer program 52.
  • the computer program 52 can be stored in a computer-readable storage medium. When executed by the controller 50, the computer program 52 can implement the steps of each of the above method embodiments.
  • the computer program 52 includes computer program code, which may be in the form of source code, object code, executable file or some intermediate form.
  • the computer-readable medium may at least include: any entity or device capable of carrying computer program code to a terminal device, a recording medium, a computer memory, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), electrical carrier signals, telecommunications signals, and software distribution media.
  • ROM read-only memory
  • RAM random access memory
  • electrical carrier signals telecommunications signals
  • software distribution media For example, U disk, mobile hard disk, magnetic disk or CD, etc.
  • computer-readable media may not be electrical carrier signals and telecommunications signals.
  • the disclosed devices/network devices and methods can be implemented in other ways.
  • the apparatus/network equipment embodiments described above are only illustrative.
  • the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units. Or components can be combined or can be integrated into another system, or some features can be omitted, or not implemented.
  • the coupling or direct coupling or communication connection between each other shown or discussed may be through some interfaces, indirect coupling or communication connection of devices or units, which may be in electrical, mechanical or other forms.
  • the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place, or they may be distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

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Abstract

本申请适用于车辆控制技术领域，提供了一种四驱混动车辆控制方法、装置、车辆及存储介质。上述四驱混动车辆控制方法通过获取前桥变速箱的挡位状态和后桥变速箱的挡位状态，当前桥变速箱的挡位状态处于换挡时，前桥驱动电机需要提供扭矩使发动机的曲轴端的扭矩为零，此时控制前桥驱动电机维持当前的扭矩配比，防止前桥驱动电机扭矩配比持续增加超出电机能力造成动力损失。当后桥变速箱的挡位状态处于换挡时，后桥驱动电机无法继续输出动力，此时控制前桥驱动电机的扭矩配比提升至预设配比，减小车辆动力的丢失，提高车辆驾驶的稳定性。

Description

四驱混动车辆控制方法、装置、车辆及存储介质
本申请要求于2022年03月10日在中国专利局提交的、申请号为202210240879.1、发明名称为“四驱混动车辆控制方法、装置及车辆”的中国专利申请的优先权。
技术领域
本申请属于车辆控制技术领域，尤其涉及一种四驱混动车辆控制方法、装置、车辆及存储介质。
 背景技术
DHT（Dedicated Hybrid Technology，混合动力专用技术）是一套高度集成的油电混动系统，将混动专用发动机、GM/TM双电机、双电机控制器、集成DCDC和定轴式变速箱等主要部件集成在了一起，因此可以获得相比传统燃油动力总成更小的体积、更轻的重量和更高的传动效率。
目前DHT车型的前后桥扭矩分配未考虑前后桥变速线换挡及实际挡位问题，会造成车辆在换挡过程中出现扭矩不平顺，或者动力丢失等问题。
 发明内容
本申请实施例的目的之一在于：提供一种四驱混动车辆控制方法、装置、车辆及存储介质。
本申请实施例采用的技术方案是：
第一方面，提供了一种四驱混动车辆控制方法，包括：
获取前桥变速箱的挡位状态和后桥变速箱的挡位状态；
当所述前桥变速箱的挡位状态处于换挡时，控制前桥驱动电机维持当前的扭矩配比；
当所述后桥变速箱的挡位状态处于换挡时，控制所述前桥驱动电机的扭矩配比提升至预设配比。
在一个实施例中，所述四驱混动车辆控制方法还包括：
获取车辆的工作模式；
当所述车辆的工作模式处于由串联模式切换至发动机直驱模式的过程中，控制所述前桥驱动电机维持当前的扭矩配比。
在一个实施例中，所述四驱混动车辆控制方法还包括：
当所述后桥变速箱的挡位状态处于空挡的持续时间大于预设时间时，控制所述前桥驱动电机的扭矩配比提升至100%。
在一个实施例中，所述当所述后桥变速箱的挡位状态处于换挡时，控制所述前桥驱动电机的扭矩配比提升至预设配比，包括：
获取后桥驱动电机扭矩配比卸载的第一速率；
控制所述前桥驱动电机按照所述第一速率将扭矩配比提升至所述预设配比。
第二方面，提供了一种四驱混动车辆控制装置，包括：
第一获取模块，用于获取前桥变速箱的挡位状态和后桥变速箱的挡位状态；
第一控制模块，用于当所述前桥变速箱的挡位状态处于换挡时，控制前桥驱动电机维持当前的扭矩配比；
第二控制模块，用于当所述后桥变速箱的挡位状态处于换挡时，控制所述前桥驱动电机的扭矩配比提升至预设配比。
在一个实施例中，所述四驱混动车辆控制装置还包括：
第二获取模块，用于获取车辆的工作模式；
第三控制模块，用于当所述车辆的工作模式处于由串联模式切换至发动机直驱模式的过程中，控制所述前桥驱动电机维持当前的扭矩配比。
在一个实施例中，所述四驱混动车辆控制装置还包括：
第四控制模块，用于当所述后桥变速箱的挡位状态处于空挡的持续时间大于预设时间时，控制所述前桥驱动电机的扭矩配比提升至100%。
在一个实施例中，所述第二控制模块包括：
获取单元，用于获取后桥驱动电机扭矩配比卸载的第一速率；
控制单元，用于控制所述前桥驱动电机按照所述第一速率将扭矩配比提升至所述预设配比。
第三方面，提供了一种车辆，包括存储器、控制器以及存储在所述存储器中并可在所述控制器上运行的计算机程序，所述控制器执行所述计算机程序时实现如第一方面中任一项所述的四驱混动车辆控制方法。
第四方面，提供了一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，所述计算机程序被控制器执行时实现如第一方面中任一项所述的四驱混动车辆控制方法。
第五方面，本申请实施例提供了一种计算机程序产品，当计算机程序产品在终端设备上运行时，使得终端设备执行上述第一方面中任一项所述的四驱混动车辆控制方法。
本申请实施例提供的技术方案的有益效果在于：通过获取前桥变速箱的挡位状态和后桥变速箱的挡位状态，当前桥变速箱的挡位状态处于换挡时，前桥驱动电机需要提供扭矩使发动机的曲轴端的扭矩为零，此时控制前桥驱动电机维持当前的扭矩配比，防止前桥驱动电机扭矩配比持续增加超出电机能力造成动力损失。当后桥变速箱的挡位状态处于换挡时，后桥驱动电机无法继续输出动力，此时控制前桥驱动电机的扭矩配比提升至预设配比，减小车辆动力的丢失，提高车辆驾驶的稳定性。
可以理解的是，上述第二方面至第五方面的有益效果可以参见上述第一方面中的相关描述，在此不再赘述。
 附图说明
为了更清楚地说明本申请实施例中的技术方案，下面将对实施例或示范性技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其它的附图。
图1是本申请一实施例提供的四驱混动车辆控制方法的流程示意图；
图2是本申请另一实施例提供的四驱混动车辆控制方法的流程示意图；
图3是本申请另一实施例提供的四驱混动车辆控制方法的流程示意图；
图4是本申请一实施例提供的四驱混动车辆控制装置的结构示意图；
图5是本申请一实施例提供的车辆的结构示意图。
 具体实施方式
以下描述中，为了说明而不是为了限定，提出了诸如特定系统结构、技术之类的具体细节，以便透彻理解本申请实施例。然而，本领域的技术人员应当清楚，在没有这些具体细节的其它实施例中也可以实现本申请。在其它情况中，省略对众所周知的系统、装置、电路以及方法的详细说明，以免不必要的细节妨碍本申请的描述。
应当理解，当在本申请说明书和所附权利要求书中使用时，术语“包括”指示所描述特征、整体、步骤、操作、元素和/或组件的存在，但并不排除一个或多个其它特征、整体、步骤、操作、元素、组件和/或其集合的存在或添加。
还应当理解，在本申请说明书和所附权利要求书中使用的术语“和/或”是指相关联列出的项中的一个或多个的任何组合以及所有可能组合，并且包括这些组合。
如在本申请说明书和所附权利要求书中所使用的那样，术语“如果”可以依据上下文被解释为“当…时”或“一旦”或“响应于确定”或“响应于检测到”。类似地，短语“如果确定”或“如果检测到[所描述条件或事件]”可以依据上下文被解释为意指“一旦确定”或“响应于确定”或“一旦检测到[所描述条件或事件]”或“响应于检测到[所描述条件或事件]”。
另外，在本申请说明书和所附权利要求书的描述中，术语“第一”、“第二”、“第三”等仅用于区分描述，而不能理解为指示或暗示相对重要性。
在本申请说明书中描述的参考“一个实施例”或“一些实施例”等意味着在本申请的一个或多个实施例中包括结合该实施例描述的特定特征、结构或特点。由此，在本说明书中的不同之处出现的语句“在一个实施例中”、“在一些实施例中”、“在其他一些实施例中”、“在另外一些实施例中”等不是必然都参考相同的实施例，而是意味着“一个或多个但不是所有的实施例”，除非是以其他方式另外特别强调。术语“包括”、“包含”、“具有”及它们的变形都意味着“包括但不限于”，除非是以其他方式另外特别强调。
图1示出了本申请一实施例提供的四驱混动车辆控制方法的流程示意图。参见图1所示，四驱混动车辆控制方法包括步骤S101至步骤S103。
步骤S101，获取前桥变速箱的挡位状态和后桥变速箱的挡位状态。
具体的，车辆上的控制器通过对车辆上的传感器或其它电子部件传送的信号进行分析，可以得到前桥变速箱的挡位状态和后桥变速箱的挡位状态。
步骤S102，当前桥变速箱的挡位状态处于换挡时，控制前桥驱动电机维持当前的扭矩配比。
具体的，当前桥变速箱换挡时，要求发动机的曲轴端的扭矩为零才能进行换挡，但是为了保证发动机处于高效工作区，需要前桥驱动电机提供负扭矩抵消发动机的曲轴端的扭矩，从而使得发动机的曲轴端的总扭矩为零。现有技术中会增加前桥驱动电机的扭矩配比，但前桥驱动电机的扭矩配比持续增加会超出电机的能力，可能会造成前桥驱动电机的动力损失，影响驾驶的平稳性。此时控制前桥驱动电机维持当前的扭矩配比，前桥驱动电机利用当前的输出扭矩抵消发动机的曲轴端的扭矩，使得发动机的曲轴端的总扭矩为零，防止前桥驱动电机的扭矩配比持续增加超出电机能力造成动力损失，提高了车辆驾驶的平稳性。
本申请的一个实施例中，为了控制前桥驱动电机维持当前的扭矩配比，可以在车辆上增加一个梯度非常小的滤波模块，在前桥换变速箱挡期间，滤波模块控制前桥驱动电机的扭矩配比缓慢增加，基本维持当前值，不会造成前桥驱动电机的扭矩配比增加过大造成动力损失的问题。
步骤S103，当后桥变速箱的挡位状态处于换挡时，控制前桥驱动电机的扭矩配比提升至预设配比。
具体的，在车辆激烈驾驶工况下，前桥驱动电机和后桥驱动电机均按当前扭矩限值全力输出扭矩，此工况下影响电机扭矩限值的是当前电池的最大放电功率，如果此时后桥变速箱换挡，后桥驱动电机需要进行调速换挡无法继续输出动力，造成车辆动力丢失，影响车辆驾驶的平稳性。
当后桥变速箱的挡位状态处于换挡时，控制前桥驱动电机的扭矩配比提升至预设配比，提高前桥驱动电机的扭矩，由前桥驱动电机补充因为后桥变速箱换挡损失的动力，最大程度的减小车辆动力的丢失，提高车辆驾驶的平稳性。
需要说明的是，设计人员可以根据实际需求对预设配比的具体数据进行设定，优选的，预设配比为90%-100%，最优的，预设配比为100%。当预设配比为100%，在后桥变速箱的挡位状态处于换挡时，控制前桥驱动电机的扭矩配比提升至100%，此时车辆上电池的全部功率均分配到前桥驱动电机上，由前桥驱动电机补充因为后桥变速箱换挡损失的动力，最大程度的减小车辆动力的丢失，提高车辆驾驶的平稳性。
示例性的，步骤S103具体可以包括步骤S1031和步骤S1032。
步骤S1031，获取后桥驱动电机扭矩配比卸载的第一速率。
具体的，车辆上的控制器内部有换挡逻辑，通过综合车辆当前的各项参数（例如车速、驾驶员踩的油门踏板开度和变速箱数据等）判断后桥变速箱是否需要进行换挡。当车辆上的控制器发送换挡请求后，会控制后桥驱动电机的扭矩配比按照第一速率卸载掉，当后桥驱动电机的扭矩配比为零时，后桥变速箱才能够完成换挡。
第一速率可以为设计人员预先设定的固定值，也可以为控制器通过车辆当前各项参数计算得到的实时数据。第一速率用于表示后桥驱动电机的扭矩配比降低的快慢，第一速率越大，则代表后桥驱动电机的扭矩配比降低越快；第一速率越小，则代表后桥驱动电机的扭矩配比降低越慢。
步骤S1032，控制前桥驱动电机按照第一速率将扭矩配比提升至预设配比。
具体的，在后桥变速箱换挡过程中，后桥驱动电机按照第一速率将扭矩配比降低至零。此时控制前桥驱动电机按照第一速率将扭矩配比提升至预设配比，前桥驱动电机扭矩配比的增加速率等于后桥驱动电机扭矩配比的降低速率，前桥驱动电机增加的扭矩补偿后桥驱动电机扭矩的减小，使车辆的动力保持稳定，提高车辆在后桥变速箱换挡时的平稳性。
示例性的，预设配比为100%，后桥变速箱换挡之前，后桥驱动电机的扭矩为500Nm，扭矩配比为50%；前桥驱动电机的扭矩为500Nm，扭矩配比为50%。在后桥变速箱换挡期间，后桥驱动电机扭矩卸载速率为500Nm/s，扭矩配比卸载速率为50%/s；前桥驱动电机扭矩增加速度为500Nm/s，扭矩配比增加速率为50%/s。由此保证后桥变速箱换挡期间，车辆的总扭矩维持稳定，提高车辆在后桥变速箱换挡时的平稳性。
图2示出了本申请另一实施例提供的四驱混动车辆控制方法的流程示意图。参见图2所示，四驱混动车辆控制方法还包括步骤S104和步骤S105。
步骤S104，获取车辆的工作模式。
具体的，四驱混动车辆的工作模式包括EV模式、串联模式和并联模式。EV模式时，由驱动电机直接驱动车辆。串联模式时，发动机驱动发电机发电，发电机为驱动电机提供能量，驱动电机直接驱动车辆。并联模式时，发动机直接驱动车辆，发电机和驱动电机负责调节发动机工作点和辅助驱动。
通过对车辆上的传感器或其它电子部件传送的信号进行分析，可以得到车辆当前的工作模式。
步骤S105，当车辆的工作模式处于由串联模式切换至发动机直驱模式的过程中，控制前桥驱动电机维持当前的扭矩配比。
具体的，当车辆的工作模式处于由串联模式切换至发动机直驱模式的过程中，车辆的驱动方式由纯电动驱动切换为发动机与驱动电机共同驱动车辆。由于发动机扭矩上升慢的特性，在模式切换过程中，发动机的实际扭矩要小于目标扭矩，此时需要前桥驱动电机进行扭矩的补偿。由此造成前桥驱动电机的扭矩快速增加，前桥驱动电机的扭矩上升过快会造成前后桥扭矩不平顺，当前桥驱动电机扭矩超出驱动电机自身能力时，会造成前桥驱动电机的动力丢失。
为了解决上述问题，当车辆的工作模式处于由串联模式切换至发动机直驱模式的过程中，控制前桥驱动电机维持当前的扭矩配比，使前桥驱动电机利用现有的扭矩对发动机的扭矩进行补偿，防止出现前桥驱动电机的扭矩配比增加过大造成动力损失的问题。
图3示出了本申请另一实施例提供的四驱混动车辆控制方法的流程示意图。参见图3所示，四驱混动车辆控制方法还包括步骤S106。
步骤S106，当后桥变速箱的挡位状态处于空挡的持续时间大于预设时间时，控制前桥驱动电机的扭矩配比提升至100%。
具体的，在车辆上电过程中，若后桥变速箱自学习失败，会使后桥变速箱始终处于N挡（空挡），此时后桥驱动电机无动力输出，此时若仍对后桥驱动电机进行扭矩配比会造成能源的浪费以及车辆动力不足的问题。当后桥变速箱的挡位处于空挡的持续时间大于预设时间时，说明后桥变速箱自学习失败，后桥变速箱始终处于N挡，此时控制前桥驱动电机的扭矩配比提升至100%，前桥驱动电机的扭矩配比增大，补偿后桥驱动电机的扭矩丢失，保持车辆的动力充足，确保车辆在后桥变速箱的挡位状态处于空挡时，车辆仍能够正常行驶。
需要说明的是，设计人员可以根据实际要求对预设时间的具体数值进行设定。例如，将预设时间设定为3秒、5秒或其他时间。
应理解，上述实施例中各步骤的序号的大小并不意味着执行顺序的先后，各过程的执行顺序应以其功能和内在逻辑确定，而不应对本申请实施例的实施过程构成任何限定。
图4是本申请一实施例提供的四驱混动车辆控制装置的结构示意图。如图4所示，四驱混动车辆控制装置包括：
第一获取模块41，用于获取前桥变速箱的挡位状态和后桥变速箱的挡位状态；
第一控制模块42，用于当所述前桥变速箱的挡位状态处于换挡时，控制前桥驱动电机维持当前的扭矩配比；
第二控制模块43，用于当所述后桥变速箱的挡位状态处于换挡时，控制所述前桥驱动电机的扭矩配比提升至预设配比。
本申请的一个实施例中，四驱混动车辆控制装置还包括：
第二获取模块，用于获取车辆的工作模式；
第三控制模块，用于当所述车辆的工作模式处于由串联模式切换至发动机直驱模式的过程中，控制所述前桥驱动电机维持当前的扭矩配比。
本申请的一个实施例中，四驱混动车辆控制装置还包括：
第四控制模块，用于当所述后桥变速箱的挡位状态处于空挡的持续时间大于预设时间时，控制所述前桥驱动电机的扭矩配比提升至100%。
本申请的一个实施例中，所述第二控制模块43包括：
获取单元，用于获取后桥驱动电机扭矩配比卸载的第一速率；
控制单元，用于控制所述前桥驱动电机按照所述第一速率将扭矩配比提升至所述预设配比。
所属领域的技术人员可以清楚地了解到，为了描述的方便和简洁，仅以上述各功能单元、模块的划分进行举例说明，实际应用中，可以根据需要而将上述功能分配由不同的功能单元、模块完成，即将所述装置的内部结构划分成不同的功能单元或模块，以完成以上描述的全部或者部分功能。实施例中的各功能单元、模块可以集成在一个处理单元中，也可以是各个单元单独物理存在，也可以两个或两个以上单元集成在一个单元中，上述集成的单元既可以采用硬件的形式实现，也可以采用软件功能单元的形式实现。另外，各功能单元、模块的具体名称也只是为了便于相互区分，并不用于限制本申请的保护范围。上述系统中单元、模块的具体工作过程，可以参考前述方法实施例中的对应过程，在此不再赘述。
图5为本申请一实施例提供的车辆的结构示意图。如图5所示，该实施例的车辆5可以包括：至少一个控制器50（图5中仅示出一个控制器50）、存储器51以及存储在所述存储器51中并可在所述至少一个控制器50上运行的计算机程序52，所述控制器50执行所述计算机程序52时实现上述任意各个方法实施例中的步骤，例如图1所示实施例中的步骤S101至步骤S103。或者，控制器50执行所述计算机程序52时实现上述各装置实施例中各模块/单元的功能，例如图4所示模块41至43的功能。
示例性的，所述计算机程序52可以被分割成一个或多个模块/单元，所述一个或者多个模块/单元被存储在所述存储器51中，并由所述控制器50执行，以完成本发明。所述一个或多个模块/单元可以是能够完成特定功能的一系列计算机程序52指令段，该指令段用于描述所述计算机程序52在所述车辆5中的执行过程。
所称控制器50可以是中央处理单元(Central Processing Unit，CPU)，该控制器50还可以是其他通用控制器、数字信号控制器 (Digital Signal Processor，DSP)、专用集成电路 (Application Specific Integrated Circuit，ASIC)、现成可编程门阵列 (Field-Programmable Gate Array，FPGA) 或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。通用控制器可以是微控制器或者该控制器也可以是任何常规的控制器等。
所述存储器51在一些实施例中可以是所述车辆5的内部存储单元，例如车辆5的硬盘或内存。所述存储器51在另一些实施例中也可以是所述车辆5的外部存储设备，例如所述车辆5上配备的插接式硬盘，智能存储卡（Smart Media Card，SMC），安全数字（Secure Digital，SD）卡，闪存卡（Flash Card）等。进一步地，所述存储器51还可以既包括所述车辆5的内部存储单元也包括外部存储设备。所述存储器51用于存储操作系统、应用程序、引导装载程序(Boot Loader)、数据以及其他程序等，例如所述计算机程序52的程序代码等。所述存储器51还可以用于暂时地存储已经输出或者将要输出的数据。
本申请实施例还提供了一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序52，所述计算机程序52被控制器50执行时实现可实现上述各个方法实施例中的步骤。
本申请实施例提供了一种计算机程序产品，当计算机程序产品在移动终端上运行时，使得移动终端执行时实现可实现上述各个方法实施例中的步骤。
所述集成的单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本申请实现上述实施例方法中的全部或部分流程，可以通过计算机程序52来指令相关的硬件来完成，所述的计算机程序52可存储于一计算机可读存储介质中，该计算机程序52在被控制器50执行时，可实现上述各个方法实施例的步骤。其中，所述计算机程序52包括计算机程序代码，所述计算机程序代码可以为源代码形式、对象代码形式、可执行文件或某些中间形式等。所述计算机可读介质至少可以包括：能够将计算机程序代码携带到终端设备的任何实体或装置、记录介质、计算机存储器、只读存储器（ROM，Read-Only Memory）、随机存取存储器（RAM，Random Access Memory）、电载波信号、电信信号以及软件分发介质。例如U盘、移动硬盘、磁碟或者光盘等。在某些司法管辖区，根据立法和专利实践，计算机可读介质不可以是电载波信号和电信信号。
在上述实施例中，对各个实施例的描述都各有侧重，某个实施例中没有详述或记载的部分，可以参见其它实施例的相关描述。
本领域普通技术人员可以意识到，结合本文中所公开的实施例描述的各示例的单元及算法步骤，能够以电子硬件、或者计算机软件和电子硬件的结合来实现。这些功能究竟以硬件还是软件方式来执行，取决于技术方案的特定应用和设计约束条件。专业技术人员可以对每个特定的应用来使用不同方法来实现所描述的功能，但是这种实现不应认为超出本申请的范围。
在本申请所提供的实施例中，应该理解到，所揭露的装置/网络设备和方法，可以通过其它的方式实现。例如，以上所描述的装置/网络设备实施例仅仅是示意性的，例如，所述模块或单元的划分，仅仅为一种逻辑功能划分，实际实现时可以有另外的划分方式，例如多个单元或组件可以结合或者可以集成到另一个系统，或一些特征可以忽略，或不执行。另一点，所显示或讨论的相互之间的耦合或直接耦合或通讯连接可以是通过一些接口，装置或单元的间接耦合或通讯连接，可以是电性，机械或其它的形式。
所述作为分离部件说明的单元可以是或者也可以不是物理上分开的，作为单元显示的部件可以是或者也可以不是物理单元，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部单元来实现本实施例方案的目的。
以上所述实施例仅用以说明本申请的技术方案，而非对其限制；尽管参照前述实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的精神和范围，均应包含在本申请的保护范围之内。

Claims (10)

  1.  一种四驱混动车辆控制方法，其特征在于，包括：
    获取前桥变速箱的挡位状态和后桥变速箱的挡位状态；
    当所述前桥变速箱的挡位状态处于换挡时，控制前桥驱动电机维持当前的扭矩配比；
    当所述后桥变速箱的挡位状态处于换挡时，控制所述前桥驱动电机的扭矩配比提升至预设配比。
  2.  根据权利要求1所述的四驱混动车辆控制方法，其特征在于，所述四驱混动车辆控制方法还包括：
    获取车辆的工作模式；
    当所述车辆的工作模式处于由串联模式切换至发动机直驱模式的过程中，控制所述前桥驱动电机维持当前的扭矩配比。
  3.  根据权利要求1所述的四驱混动车辆控制方法，其特征在于，所述四驱混动车辆控制方法还包括：
    当所述后桥变速箱的挡位状态处于空挡的持续时间大于预设时间时，控制所述前桥驱动电机的扭矩配比提升至100%。
  4.  根据权利要求1所述的四驱混动车辆控制方法，其特征在于，所述当所述后桥变速箱的挡位状态处于换挡时，控制所述前桥驱动电机的扭矩配比提升至预设配比，包括：
    获取后桥驱动电机扭矩配比卸载的第一速率；
    控制所述前桥驱动电机按照所述第一速率将扭矩配比提升至所述预设配比。
  5.  一种四驱混动车辆控制装置，其特征在于，包括：
    第一获取模块，用于获取前桥变速箱的挡位状态和后桥变速箱的挡位状态；
    第一控制模块，用于当所述前桥变速箱的挡位状态处于换挡时，控制前桥驱动电机维持当前的扭矩配比；
    第二控制模块，用于当所述后桥变速箱的挡位状态处于换挡时，控制所述前桥驱动电机的扭矩配比提升至预设配比。
  6.  根据权利要求5所述的四驱混动车辆控制装置，其特征在于，所述四驱混动车辆控制装置还包括：
    第二获取模块，用于获取车辆的工作模式；
    第三控制模块，用于当所述车辆的工作模式处于由串联模式切换至发动机直驱模式的过程中，控制所述前桥驱动电机维持当前的扭矩配比。
  7.  根据权利要求5所述的四驱混动车辆控制装置，其特征在于，所述四驱混动车辆控制装置还包括：
    第四控制模块，用于当所述后桥变速箱的挡位状态处于空挡的持续时间大于预设时间时，控制所述前桥驱动电机的扭矩配比提升至100%。
  8.  根据权利要求5所述的四驱混动车辆控制装置，其特征在于，所述第二控制模块包括：
    获取单元，用于获取后桥驱动电机扭矩配比卸载的第一速率；
    控制单元，用于控制所述前桥驱动电机按照所述第一速率将扭矩配比提升至所述预设配比。
  9.  一种车辆，包括存储器、控制器以及存储在所述存储器中并可在所述控制器上运行的计算机程序，其特征在于，所述控制器执行所述计算机程序时实现如权利要求1至4任一项所述的方法。
  10. 一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，其特征在于，所述计算机程序被控制器执行时实现如权利要求1至4任一项所述的方法。
PCT/CN2023/079458 2022-03-10 2023-03-03 四驱混动车辆控制方法、装置、车辆及存储介质 WO2023169314A1 (zh)

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