Method and system for controlling a wheel-side drive torque, program product, medium and device

Abstract

The present application relates to a method and a system for controlling a wheel-side drive torque, a software product, a medium, and a device. The method for controlling a wheel-side drive torque comprises the following steps: determining a road surface condition in front of a vehicle; creating a road surface model based on the road surface condition; calculating the position of a contact point between a target tire and an uneven road surface based on the road surface model; determining a damping force acting on the target tire at this contact point from an active suspension; calculating an adjustment amount for the wheel-side drive torque of the target tire based on the position of the contact point and the damping force; and adjusting the wheel-side drive torque based on the adjustment amount.The method for controlling wheel-side drive torque mitigates vibrations and shock sensations caused by the damping force of the active suspension when the wheel travels over an uneven road surface. This improves the vehicle's NVH performance and provides a more comfortable ride for the occupants.

Description

Technical field

[0001] The present application relates to the technical field of controlling drive torques of vehicles and in particular to a method and a system for controlling a wheel-side drive torque, a computer program product, a readable storage medium and a device. State of the art

[0002] An active suspension system in a vehicle is an advanced suspension system that can adjust the stiffness and damping of the suspension, as well as the suspension height, in real time depending on the road surface condition, so that the suspension system is always in an optimal damping state and vibrations and shocks of the vehicle are effectively reduced to improve driving comfort.

[0003] However, in conventional active suspension systems, the damping force is typically adjusted in one direction of gravity. When a vehicle's wheel travels over an uneven road surface or an obstacle, the supporting force exerted on the wheel by the road surface deviates from the direction of gravity. This causes the damping force of the active suspension to not only compensate for the supporting force but also generate a force component perpendicular to the direction of the supporting force. This additional force component results in perceptible shocks for the occupants, particularly in the direction of travel.

[0004] It should be noted that the information disclosed above in the section “Prior Art” is only intended to improve the understanding of the background of the present disclosure and may therefore contain prior art information that is not known to the average person skilled in the art. Disclosure of the invention

[0005] According to various aspects, one of the tasks of the present application is how to compensate for the vibrations or shocks that cannot be eliminated by an active suspension when a vehicle travels over an uneven road surface.

[0006] The purpose of the present application is also to solve or mitigate the other problems in the prior art.

[0007] The present application provides a method and a system for controlling a wheel-side drive torque, a computer program product, a readable storage medium, and a device. According to one aspect of the present application, the following is provided: a method for controlling a wheel-side drive torque, comprising the following steps: Determining the condition of the road surface in front of a vehicle; Creating a road surface model based on the road surface condition; Calculating the position of a contact point between a target tire and an uneven road surface based on the road surface model, and determining a damping force acting on the target tire from an active suspension at this contact point; Calculating an adjustment amount for the wheel-side drive torque of the target tire based on the position of the contact point and the damping force; and Adjusting the wheel-side drive torque based on the adjustment amount. Optionally, according to one embodiment of the present application, the calculation of an adjustment amount of the wheel-side drive torque of the target tire based on the position of the contact point and the damping force comprises the following steps: Determining a force component of the damping force in a direction perpendicular to the line connecting the contact point to the center of the target tire, based on the position of the contact point and the damping force; and Calculating the adjustment amount based on the force component and the radius of the target tire. Optionally, according to one embodiment of the present application, the adjustment amount is calculated using the following formula: ΔT=F d *sinθ*R; where F d The damping force, R the radius of the target tire, and θ the angle between the line connecting the point of contact to the center of the target tire and the direction of gravity of the vehicle, where θ is an acute angle. Optionally, according to one embodiment of the present application, the adjustment amount is calculated using the following formula: ΔT=Fd×R2−(h1−h2)2; where F dwhere R is the damping force, R is the radius of the target tire, h1 is the height of the center of the tire, and h2 is the height of the contact point.

[0008] Optionally, according to one embodiment of the present application, it is provided that the wheel-side drive torque is increased by the adjustment amount if the position of the contact point is in front of the center of the vehicle tire in the direction of travel, and that the wheel-side drive torque is decreased by the adjustment amount if the position of the contact point is behind the center of the vehicle tire in the direction of travel.

[0009] Optionally, according to one embodiment of the present application, it is provided that the wheel-side drive torque is not adjusted when the vehicle's TCS system is started or the vehicle brakes.

[0010] Optionally, according to one embodiment of the present application, the following step is included: Adjusting the damping force to one quarter of the vehicle's gravity in response to an active suspension failure.

[0011] Optionally, according to one embodiment of the present application, the following step is included: Calculating a roughness class of the front road surface and a height deviation of the highest point of the road surface from the lowest point of the road surface based on the road surface model; and Failure to adjust the wheel-side drive torque in response to the fact that the height deviation is less than a preset height deviation threshold and the road surface roughness class is less than a preset road surface roughness class threshold.

[0012] Optionally, according to one embodiment of the present application, the following step is included: Adjusting the wheel-side drive torque of a drive wheel on the same side as the target wheel based on the adjustment amount, in response to the target wheel being a non-drive wheel.

[0013] According to a second aspect of the present application, the present application provides a system for controlling a wheel-side drive torque, comprising: a detection module for determining the road surface condition in front of a vehicle and the damping force acting on a target tire from the active suspension when the target tire is in contact with an uneven road surface; a calculation module for creating a road surface model based on the road surface condition, for calculating the position of a contact point between the target tire and the uneven road surface based on the road surface model, and for calculating an adjustment amount of the wheel-side drive torque of the target tire based on the position of the contact point and the damping force; and a control module for adjusting the wheel-side drive torque based on the adjustment amount.

[0014] According to a third aspect of the present application, the present application provides a computer program product comprising a computer program which, when executed by a processor, implements the method described above for controlling a wheel-side drive torque.

[0015] According to a fourth aspect of the present application, the present application provides a computer-readable storage medium on which a computer program is stored which, when executed by a processor, implements the method described above for controlling a wheel-side drive torque.

[0016] According to a fifth aspect of the present application, the present application provides a computer device comprising a memory module, a processor and a computer program stored on the memory module and capable of running on the processor, wherein the processor, when executing the computer program, implements the method described above for controlling a wheel-side drive torque.

[0017] The advantages of the present application include the following: In the method for controlling a wheel-side drive torque according to the present application, the wheel-side drive torque of the tire is adjusted based on different positions of the contact point between the tire and the road surface, as well as the magnitude of the damping force of the active suspension. This allows the force component generated by the damping force of the active suspension to be compensated when the vehicle travels over an uneven road surface. This reduces the sensation of shock, particularly in the direction of travel, due to the uneven road surface, improves the stability of the vehicle body, and enhances both the vehicle's NVH performance and the occupants' driving experience. Brief description of the characters

[0018] The above and other features of the present application will become more apparent with reference to the accompanying drawings. In the figures: Fig. Figure 1 shows a representation of the force analysis of a single tire when a vehicle travels at a constant speed on a horizontal road surface; Fig. 2 shows a representation of the force analysis of the tire when driving over an uneven road surface; Fig. Figure 3 shows a schematic flowchart of a method for controlling a wheel-side drive torque according to an embodiment of an aspect of the present application; and Fig. Figure 4 shows a schematic block diagram of a system for controlling a wheel-side drive torque according to an embodiment of a further aspect of the present application. Detailed descriptions

[0019] It should be readily understood that, according to the technical solutions of the present application, those skilled in the art can create a multitude of alternative structures and embodiments without altering the essential spirit of the present application. Therefore, the following specific embodiments and the accompanying drawings should be regarded only as exemplary descriptions of the technical solutions of the present application, and neither as the entirety of the present application nor as a definition or limitation of the inventive technical solutions of the present application.

[0020] It should be understood that directional terms such as "top," "bottom," "left," "right," "in front," "behind," "front," "back," "top," and "bottom," which are or may be mentioned in the description, are defined in relation to the shape shown in the figures and are relative terms, meaning they can change depending on different positions and operating conditions. Therefore, these or other directional terms should not be interpreted as restrictive. Furthermore, "first," "second," "third," etc., or similar expressions are used only for the purpose of explanation and differentiation and should not be understood as implicitly or explicitly indicating the relative importance, order, or assembly sequence of the corresponding components.

[0021] With reference to Fig. Figure 1 shows a representation of the force analysis of a single tire when a vehicle travels at a constant speed on a horizontal road surface. In the force analysis representation according to the present application, a constant speed is preset for the vehicle. Here, T denotes m the wheel-side drive torque of the wheel, F s the supporting force acting on the wheel, F d the damping force applied to the wheel by the active suspension and F a The reaction force acting on the wheel from the ground in the direction of travel. To simplify the analysis, the resistance forces acting on the wheel, such as air resistance and rolling resistance, are combined into a resistance force F applied at the wheel's center. r In short, from Fig. Figure 1 shows that when driving on a horizontal road surface, a contact point a between the tire and the road surface is located at the lowest point of the tire body. The supporting force F acting from the ground on the tire s as well as the damping force F provided by the active suspension d Both forces act in the direction of gravity of the vehicle and cancel each other out. Likewise, the resistance force F acting on the tire also cancels each other out. r and reaction force F a in the horizontal direction, they counteract each other. Now the damping force F d no other force component in another direction, and the forces acting on the vehicle in the transverse and longitudinal directions cancel each other out, so that the occupants do not experience any noticeable sensation of impact.

[0022] With reference to Fig. 2 shows a representation of the force analysis of the tire when driving over an uneven road surface, where F1 is one of the support forces F s opposite force component of the damping force F d and F2 one towards the direction of the supporting force F s The vertical component of the damping force is called the vertical force component. Fig. Figure 2 also shows the case where the vehicle is traveling at a constant speed. When the tire travels over an uneven road surface, especially when the tire goes over a speed bump, the tire passes through the area shown in the diagram. Fig. Phase 2 is shown, in which a contact point b between the tire and the road surface is located above the lowest point of the tire body. In this case, the direction of the supporting force F acting on the tire is... s(i.e., the direction of the connecting line from contact point b to the center O of the tire) is not in the direction of gravity of the vehicle, but is at a specific angle to the direction of gravity of the vehicle. The damping force F provided by the active suspension d However, it continues to run in the direction of gravity of the vehicle. This means that a force component F1 of the damping force is in the direction of the support force F. s is opposite and relates to the supporting force F s mutually cancel each other out, and that the damping force also has a further force component F2, the direction of which is perpendicular to the direction of the supporting force F s proceeds, and the force component F2 cannot be balanced by any other force if other forces and moments remain unchanged. Therefore, for the in Fig. 2. The force system shown indicates that the forces in all directions are not completely in equilibrium when the driving torque T is applied. m in Fig. 2 equal to the drive torque T m in Fig. 1 is. Rather, there is a direction of the supporting force F. s vertical force component F2, wherein the force component F2 is not present when the vehicle is driving on a level road surface, but suddenly arises when the tire drives on an uneven road surface, which is why the force component F2 causes the occupants to perceive a shock sensation in the direction of travel of the vehicle.

[0023] The method for controlling a wheel-side drive torque according to the present application compensates for the force component F2 when it occurs by adjusting the wheel-side drive torque in order to reduce the shock sensation caused by the force component F2 in the direction of travel of the vehicle. With reference to Fig. Figure 3 shows a schematic flowchart of the method for controlling a wheel-side drive torque according to an embodiment of an aspect of the present application, with S100 to S500 each representing a method step. The method for controlling a wheel-side drive torque works in conjunction with the active suspension to reduce vibrations and shocks caused when driving the vehicle over an uneven road surface and comprises the following steps: S100: Determining the condition of the road surface in front of a vehicle; S200: Create a road surface model based on the road surface condition; S300: Calculating the position of a contact point between a target tire and an uneven road surface based on the road surface model, and determining a damping force acting on the target tire from an active suspension at this contact point; S400: Calculating an adjustment amount for the wheel-side drive torque of the target tire based on the position of the contact point and the damping force; and S500: Adjusting the wheel-side drive torque based on the adjustment amount.

[0024] In the method for controlling a wheel-side drive torque, the road conditions in front of a vehicle must first be determined to ascertain whether the vehicle is traveling over an uneven road surface and what specific changes in road surface height it exhibits, etc. The road surface condition in front of the vehicle is determined, for example, by a camera located at the front of the vehicle. However, it is also possible to determine the condition of a road surface to be traversed from a cloud, such as the unevenness class of the road surface, obstacle information (such as speed bumps or depressions in the road surface), or the like. The method for controlling a wheel-side drive torque according to the present application is particularly suitable for the application scenario in which the vehicle travels over a speed bump on an urban street.The vehicle's road surface model is created based on the determined road surface condition. From this model, the road surface profile can be derived. Furthermore, the road surface profile simulates the relative positional relationship between the vehicle tire and the road surface profile during contact with the road surface.

[0025] After creating the road surface model, two key parameters must be calculated: the position of the contact point between the target tire and the road surface, and the corresponding damping force exerted on the target tire by the active suspension. Based on the contact point position and the damping force, the vehicle control unit can perform a force analysis similar to... Fig. 2. Perform the following steps so that the force component F2 of the damping force can be determined in a direction perpendicular to the supporting force acting on the tire, i.e., in a direction perpendicular to the line connecting the contact point b to the center O of the target tire. If the contact point between the target tire and the road surface is located at the position of the lowest point of the tire body, the force component F2 obviously does not exist; that is, its value is zero. However, if the position of the contact point between the target tire and the road surface is above the position of the lowest point of the tire body, the force component F2 exists, and this can cause vibrations and shocks in the direction of travel of the vehicle.

[0026] It should be understood that the aforementioned contact point is to be understood as the equivalent point of application where a supporting force is applied from the uneven road surface to the target tire. If the contact position between the target tire and the road surface forms a geometric plane, the contact point should be understood as the geometric center of this plane.

[0027] In one embodiment of the present application, the shock sensation caused by the force component is eliminated by adjusting the wheel-side drive torque of the tire. The force analysis shows that adjusting the wheel-side drive torque is a preferred measure when the force component F2 needs to be compensated for by changing another force or torque. Since the wheel-side drive torque can be adjusted by changing the output torque of the vehicle's motor, the wheel-side drive torque of a single wheel can be individually adjusted in a vehicle with a wheel hub motor. Furthermore, the response time of the motor torque adjustment is high, allowing for immediate adjustment even in the case of minor road surface irregularities.In particular, the additional torque generated at the tire by the force component is compensated for by increasing or decreasing the wheel-side drive torque of the tire. The additional torque generated at the tire by the force component can be seen in the force analysis diagram. Fig. 2. Based on this additional torque, the adjustment amount of the wheel-side drive torque of the target tire can finally be calculated, where this adjustment amount is, in particular, equal to the additional torque. After the adjustment amount has been determined, the wheel-side drive torque is adjusted based on this adjustment amount, in particular by increasing or decreasing the wheel-side drive torque by this adjustment amount to achieve a torque equilibrium of the tire and thereby eliminate the shock sensation caused by the force component.

[0028] It should be understood that the above-mentioned adjustment amount is based on a wheel-side drive torque that exists before the wheel enters an uneven road surface or obstacle, i.e., on a wheel-side drive torque of the tire when the tire is traveling at a constant speed on a level road surface.

[0029] In one embodiment of the present application, the adjustment amount is calculated using the following formula: ΔT=Fd*sinθ*R; where F d The damping force, R the radius of the target tire, and θ the angle between the line connecting the contact point b to the center O of the target tire and the direction of gravity of the vehicle, where θ is an acute angle.

[0030] In this embodiment, after determining the position of the contact point between the target tire and the uneven road surface, the angle between the line connecting contact point b to the center O of the target tire and the direction of gravity of the vehicle can first be determined. Then, using the angle θ and the damping force F, d the force component F2 of the damping force F d determined. With renewed reference to Fig. 2. It can be deduced that the additional torque applied to the tire by the force component F2 corresponds to the product of the force component F2 and the radius R of the tire. Therefore, the adjustment amount of the wheel-side drive torque is set to the same value as this additional torque.

[0031] In an embodiment not shown, the angle θ1 between the line connecting the contact point to the center of the target tire and the horizontal direction can also be determined. Based on the angle θ1 and the damping force F d The force component F2 of the damping force F will then be d determined, where: ΔT=F d *cosθ1*R.

[0032] In one embodiment of the present application, the adjustment amount is calculated using the following formula: ΔT=Fd×R2−(h1−h2)2; where F d where R is the damping force, R is the radius of the target tire, h1 is the height of the center of the tire, and h2 is the height of the contact point.

[0033] In this embodiment, the force component F2 of the damping force F is dThe additional torque generated is determined using a geometric relationship by calculating the heights of the tire's center point O and the contact point b between the tire and the uneven road surface, without needing to determine the angle θ between the line connecting contact point b to the tire's center point O and the horizontal direction. It is important to understand that the aforementioned "height" of the tire's center point and the "height" of the contact point refer to the heights of the tire's center point O and contact point b, respectively, relative to a horizontal plane of a flat road surface. If the profile of the uneven road surface lies below this horizontal plane, the height will have a negative value.

[0034] In one embodiment of the present application, it is provided that the wheel-side drive torque is increased by the adjustment amount if the position of the contact point is in front of the center of the vehicle tire in the direction of travel, and that the wheel-side drive torque is decreased by the adjustment amount if the position of the contact point is behind the center of the vehicle tire in the direction of travel.

[0035] With renewed reference to Fig. 2 is out Fig. 2. It is evident that the position of the contact point is located in the direction of travel of the vehicle in front of the center of the vehicle tire, and that the direction (counterclockwise) of the additional torque generated by the force component F2 and the direction (clockwise) of the wheel-side drive torque are opposite. Therefore, the wheel-side drive torque should be increased to compensate for the additional torque. As can be clearly seen from the in Fig. As can result from the embodiment shown in Figure 2, the direction (clockwise) of the additional torque generated by the force component is the same as the direction (clockwise) of the wheel-side drive torque when the position of the contact point is behind the center of the vehicle tire in the direction of travel. Therefore, the wheel-side drive torque should be reduced to compensate for the additional torque.

[0036] In one embodiment of the present application, it is provided that the wheel-side drive torque is not adjusted when the vehicle's TCS system is started or the vehicle brakes.

[0037] The TCS (Traction Control System) primarily serves to prevent drive wheel slip during vehicle acceleration, thereby increasing vehicle stability and safety. It uses a sensor to monitor the vehicle's driving conditions, including information such as wheel speed, acceleration, and steering angle. If the system detects drive wheel slip, it immediately takes action to control the drive torque, reduce the drive wheel slip rate, and restore vehicle traction. When the TCS system is activated, the wheel-side drive torque is not adjusted to avoid interfering with the TCS system's torque control and to further reduce drive wheel slip.This increases vehicle safety during the activation of the TCS system without conflicting with the TCS system's control. When the vehicle brakes, the drive motor has typically already stopped rotating. In most hybrid and electric vehicles, the drive motor acts as a generator during braking, converting braking energy into electrical energy and storing it in the battery. Therefore, no adjustment is made to the wheel-side drive torque in this process, so as not to compromise braking safety or the efficiency of energy recuperation.

[0038] In one embodiment of the present application, the control method further comprises the following steps: Calculating a roughness class of the front road surface and a height deviation of the highest point of the road surface from the lowest point of the road surface based on the road surface model; and Failure to adjust the wheel-side drive torque in response to the fact that the height deviation is less than a preset height deviation threshold and the road surface roughness class is less than a preset road surface roughness class threshold.

[0039] In this embodiment, constraints are set for the method of controlling a wheel-side drive torque according to the present application. The degree of unevenness of the road surface on which the vehicle travels can be evaluated by a road surface unevenness function. If the degree of unevenness of the road surface is very low, for example, if the vehicle travels on an undamaged asphalt or concrete road, the vibrations and shocks to the wheel caused by the uneven road surface are low, and the force component generated by the damping force is also low. The adjustment amount is also small, and a high degree of adjustment accuracy of the wheel-side drive torque would be required. In this case, it is possible not to adjust the wheel-side drive torque.However, it can happen that while the overall road surface occasionally exhibits a low degree of unevenness, there are a few high obstacles on the road surface, such as speed bumps or depressions caused by road surface damage. In such a case, consideration should be given to adjusting the wheel-side drive torque to reduce the vibrations and shocks generated when driving over speed bumps or depressions, even if the overall degree of unevenness of the road surface is low. Therefore, in this embodiment, two thresholds are set: a threshold for the unevenness class of the road surface and a threshold for the height difference between the highest and lowest points of the road surface.If either of these two threshold values ​​is exceeded, the wheel-side drive torque should be controlled so that the vehicle can be subjected to torque control not only when driving on an uneven road, but also when driving towards a higher obstacle on a level road, by means of the method for controlling a wheel-side drive torque according to the present application, in order to reduce vibrations and shocks to the vehicle.

[0040] In one embodiment of the application, the magnitude of the damping force F is adjusted in response to a failure of the active suspension. d adjusted to one quarter of the vehicle's gravity.

[0041] If the active suspension malfunctions, the damping force of the target tire may not be determined in time by the active suspension control unit. In this case, the magnitude of the damping force F may be affected. dThe system is set to approximately one-quarter of the vehicle's weight. This means that each wheel is assumed to bear approximately one-quarter of the vehicle's weight. This allows the adjustment of the wheel-side drive torque to be derived even in the event of an active suspension failure, in order to reduce the sensation of shock for the occupants.

[0042] In one embodiment of the present application, the method further comprises the following steps: Adjusting the wheel-side drive torque of a drive wheel on the same side as the target wheel based on the adjustment amount, in response to the target wheel being a non-drive wheel.

[0043] In the method described above for controlling wheel-side drive torque, only the wheel-side drive torque of a drive wheel can be adjusted. However, when a non-drive wheel travels over an uneven road surface, the damping force of the active suspension also generates a force component, leading to a sensation of shock. This can also be compensated for by adjusting the wheel-side drive torque of the drive wheel, particularly by adjusting the wheel-side drive torque of a drive wheel on the same side as the target wheel. This allows the sensation of shock caused by the damping force of the suspension when a non-drive wheel travels over an uneven road surface to be balanced by adjusting the engine's drive torque, without controlling the forces acting on the non-drive wheel itself.

[0044] A second aspect of the present application provides for a system for controlling a wheel-side drive torque. With reference to Fig. Figure 4 shows a block diagram of a system 100 for controlling a wheel-side drive torque according to an embodiment of a further aspect of the present application. The system 100 for controlling the wheel-side drive torque comprises: a detection module 1, for determining a road surface condition in front of a vehicle and a damping force acting from the active suspension on a target tire when the target tire is in contact with an uneven road surface; a calculation module 2, for creating a road surface model based on the road surface condition, for calculating a position of a contact point between the target tire and the uneven road surface based on the road surface model, and for calculating an adjustment amount of the wheel-side drive torque of the target tire based on the position of the contact point and the damping force; and a control module 3, for adjusting the wheel-side drive torque based on the adjustment amount.

[0045] System 100 for controlling a wheel-side drive torque exhibits all the technical effects of the preceding control method, which will not be repeated here.

[0046] A third aspect of the present application provides a computer program product comprising a computer program which, when executed by a processor, implements the above-described method for controlling a wheel-side drive torque.

[0047] A fourth aspect of the present application provides a computer-readable storage medium on which a computer program is stored which, when executed by a processor, implements the method described above for controlling a wheel-side drive torque.

[0048] A fifth aspect of the present application provides a computer device comprising a memory module, a processor and a computer program stored on the memory module and capable of running on the processor, wherein the processor, when executing the computer program, implements the method described above for controlling a wheel-side drive torque.

[0049] It should be understood that all the preferred embodiments described above are exemplary but not limiting. Various modifications and changes to the specific embodiments described above, which a person skilled in the art might make taking into account the concept of the present application, are intended to be included within the scope of protection of the present application.

Claims

[1] Method for controlling a wheel-side drive torque, characterized by that the procedure includes the following steps: Determining the condition of the road surface in front of a vehicle; Creating a road surface model based on the road surface condition; Calculating the position of a contact point between a target tire and an uneven road surface based on the road surface model and determining a damping force acting on the target tire from an active suspension at this contact point; Calculating an adjustment amount for the wheel-side drive torque of the target tire based on the position of the contact point and the damping force; and Adjusting the wheel-side drive torque based on the adjustment amount. [2] Method for controlling a wheel-side drive torque according to claim 1, characterized by, that calculating an adjustment amount of the wheel-side drive torque of the target tire based on the position of the contact point and the damping force comprises the following steps: Determining a force component of the damping force in a direction perpendicular to the line connecting the contact point to the center of the target tire, based on the position of the contact point and the damping force; and Calculating the adjustment amount based on the force component and the radius of the target tire. [3] Method for controlling a wheel-side drive torque according to claim 2, characterized by , that the adjustment amount is calculated using the following formula: ΔT=Fd*sinθ*R; where F d The damping force, R the radius of the target tire, and θ the angle between the line connecting the point of contact to the center of the target tire and the direction of gravity of the vehicle, where θ is an acute angle. [4] Method for controlling a wheel-side drive torque according to claim 2, characterized by , that the adjustment amount is calculated using the following formula: ΔT=Fd×R2−(h1−h2)2; where F d where R is the damping force, R is the radius of the target tire, h1 is the height of the center of the tire, and h2 is the height of the contact point. [5] Method for controlling a wheel-side drive torque according to claim 1, characterized by , that the wheel-side drive torque is increased by the adjustment amount if the position of the contact point is in front of the center of the vehicle tire in the direction of travel, and that the wheel-side drive torque is decreased by the adjustment amount if the position of the contact point is behind the center of the vehicle tire in the direction of travel. [6] Method for controlling a wheel-side drive torque according to claim 1, characterized by, that the wheel-side drive torque is not adjusted when the vehicle's TCS system is started or the vehicle is braking. [7] Method for controlling a wheel-side drive torque according to claim 1, characterized by that the procedure includes the following steps: Adjusting the damping force to one quarter of the vehicle's gravity in response to an active suspension failure. [8] Method for controlling a wheel-side drive torque according to claim 1, characterized by that the procedure includes the following steps: Calculating a roughness class of the front road surface and a height deviation of the highest point of the road surface from the lowest point of the road surface based on the road surface model; and Failure to adjust the wheel-side drive torque in response to the fact that the height deviation is less than a preset height deviation threshold and the road surface roughness class is less than a preset road surface roughness class threshold. [9] Method for controlling a wheel-side drive torque according to claim 1, characterized by that the procedure includes the following steps: Adjusting the wheel-side drive torque of a drive wheel on the same side as the target wheel based on the adjustment amount, in response to the target wheel being a non-drive wheel. [10] System for controlling a wheel-side drive torque, characterized by , that it includes: a detection module for determining the road surface condition in front of a vehicle and the damping force acting on a target tire from the active suspension when the target tire is in contact with an uneven road surface; a calculation module for creating a road surface model based on the road surface condition, for calculating the position of a contact point between the target tire and the uneven road surface based on the road surface model, and for calculating an adjustment amount of the wheel-side drive torque of the target tire based on the position of the contact point and the damping force; and a control module for adjusting the wheel-side drive torque based on the adjustment amount. [11] Computer program product, comprising a computer program, characterized by, that the computer program, when executed by a processor, implements a method for controlling a wheel-side drive torque according to one of claims 1 to 9. [12] Computer-readable storage medium on which a computer program is stored, characterized by , that the computer program, when executed by a processor, implements a method for controlling a wheel-side drive torque according to one of claims 1 to 9. [13] Computer device comprising a memory module, a processor and a computer program stored on the memory module and capable of running on the processor, characterized by , that the processor, during the execution of the computer program, implements a method for controlling a wheel-side drive torque according to one of claims 1 to 9.

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