Drive torque adjustment method, apparatus, device, and storage medium

Abstract

The application relates to the technical field of electric vehicles, and discloses a driving torque adjusting method, device, equipment and storage medium, the method comprising the following steps: in the process of vehicle driving, determining a target driving torque for inhibiting the slip of a driving wheel according to the slip rate of the driving wheel; determining a target yaw angular velocity of the vehicle based on the driving parameter of the vehicle; determining a target driving torque difference between the actual driving torque of the outer side driving wheel on the outer side of the steering and the actual driving torque of the inner side driving wheel on the inner side of the steering through the target yaw angular velocity; when the vehicle is in a slip state, respectively adjusting the actual driving torque of the outer side driving wheel on the outer side of the steering and the actual driving torque of the inner side driving wheel on the inner side of the steering according to the target driving torque and the target driving torque difference. When the vehicle is in a slip state, the actual driving torque of the outer side driving wheel on the outer side of the steering and the actual driving torque of the inner side driving wheel on the inner side of the steering are respectively adjusted through the target driving torque, the slip of the driving wheel of the vehicle is stably inhibited, and the driving experience of a user is effectively improved.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle technology, and in particular to a method, apparatus, device, and storage medium for adjusting drive torque. Background Technology

[0002] Currently, distributed drive electric vehicles have anti-slip function, which can suppress the slippage of the drive wheels when the vehicle is in a slipping state, thereby improving driving safety. However, when the anti-slip function is activated, the above method cannot control the vehicle's handling stability, resulting in an inability to stably suppress the slippage of the drive wheels and a poor user driving experience.

[0003] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0004] The main objective of this invention is to provide a driving torque adjustment method, device, equipment, and storage medium, which aims to solve the technical problem that the existing technology cannot control the vehicle's handling stability when the driving anti-slip function is activated, resulting in the inability to stably suppress the slippage of the vehicle's drive wheels and a poor user driving experience.

[0005] To achieve the above objectives, the present invention provides a method for adjusting drive torque, the method comprising the following steps:

[0006] During vehicle operation, a target driving torque to suppress drive wheel slippage is determined based on the slip ratio of the drive wheel;

[0007] The target yaw rate of the vehicle is determined based on the vehicle's driving parameters;

[0008] The target drive torque difference between the outer actual drive torque of the outer steering drive wheel and the inner actual drive torque of the inner steering drive wheel is determined by the target yaw rate. The outer steering drive wheel is the drive wheel that steers to the outside of the vehicle, and the inner steering drive wheel is the drive wheel that steers to the inside of the vehicle.

[0009] When the vehicle is in a slipping state, the actual driving torque of the outer steering drive wheel and the inner steering drive wheel are adjusted according to the target driving torque and the difference between the target driving torque and the target driving torque.

[0010] Optionally, the target driving torque includes the outer target driving torque of the outer steering drive wheel and the inner driving torque of the inner steering drive wheel. The step of adjusting the actual driving torque of the outer steering drive wheel and the inner steering drive wheel according to the target driving torque and the difference between them when the vehicle is in a slipping state includes:

[0011] When the vehicle is in a slipping state, it is determined whether the drive wheel in the slipping state includes the steering inner drive wheel;

[0012] If the inner steering drive wheel is included, then determine whether the difference between the outer target drive torque and the inner target drive torque is greater than the target drive torque difference.

[0013] If the difference is greater than the target driving torque difference, the outer actual driving torque is adjusted to the sum of the inner target driving torque and the target driving torque difference, and the inner actual driving torque is adjusted to the inner target driving torque.

[0014] Optionally, after the step of determining whether the difference between the outer target driving torque and the inner target driving torque is greater than the target driving torque difference, the method further includes:

[0015] If the difference is not greater than the target driving torque difference, the actual driving torque on the outer side is adjusted to the target driving torque on the outer side, and the actual driving torque on the inner side is adjusted to the difference between the target driving torque on the outer side and the target driving torque difference.

[0016] Optionally, the step of determining whether the drive wheel in the slipping state includes the steering inner drive wheel when the vehicle is in a slipping state includes:

[0017] If the inner drive wheel is not included, the actual drive torque on the outer side is adjusted to the target drive torque on the outer side, and the actual drive torque on the inner side is adjusted to the difference between the target drive torque on the outer side and the target drive torque.

[0018] Optionally, after determining the target drive torque difference between the outer actual drive torque of the outer steering drive wheel and the inner actual drive torque of the inner steering drive wheel using the target yaw rate, the method further includes:

[0019] When the vehicle is not in a slipping state, the preset drive torque of the outer drive wheel and the preset drive torque of the inner drive wheel are pre-allocated to the outer drive wheel.

[0020] When the target driving torque on the outer side is greater than the preset driving torque on the outer side, the actual driving torque on the outer side is adjusted to the preset driving torque on the outer side, and the actual driving torque on the inner side is adjusted to the preset driving torque on the inner side.

[0021] When the outer target driving torque is not greater than the outer preset driving torque, the outer actual driving torque is adjusted to the outer target driving torque, and the inner actual driving torque is adjusted to the difference between the outer target driving torque and the target driving torque.

[0022] Optionally, the step of determining the target drive torque to suppress slippage of the drive wheel based on the slip ratio of the drive wheel includes:

[0023] Calculate the slip ratio difference between the drive wheel and the preset slip ratio, and obtain the corresponding torque coefficient based on the range of the slip ratio difference.

[0024] The target driving torque is determined based on the slip ratio difference, the torque coefficient, and the actual driving torque of the drive wheel.

[0025] Optionally, the step of determining the target drive torque difference between the outer actual drive torque of the outer steering drive wheel and the inner actual drive torque of the inner steering drive wheel using the target yaw rate includes:

[0026] Obtain the actual yaw rate of the vehicle, and calculate the angular velocity difference between the target yaw rate and the actual yaw rate;

[0027] Based on the angular velocity difference, the target driving torque difference between the actual driving torque on the outer side of the steering outer drive wheel and the actual driving torque on the inner side of the steering inner drive wheel is calculated using a preset driving torque difference formula.

[0028] The formula for the preset drive torque difference is as follows:

[0029]

[0030] In the formula, ΔT is the target driving torque difference between the actual driving torque on the outer side and the actual driving torque on the inner side. FF K represents the feedforward coefficient. p K is the proportionality coefficient. i is the coefficient of the integral term, w is the target yaw rate, r is the actual yaw rate, and t is the current time.

[0031] Furthermore, to achieve the above objectives, the present invention also proposes a drive torque adjustment device, the device comprising:

[0032] A drive torque determination module is used to determine a target drive torque to suppress slippage of the drive wheels based on the slip ratio of the drive wheels during vehicle operation.

[0033] A yaw rate determination module is used to determine the target yaw rate of the vehicle based on the vehicle's driving parameters;

[0034] The drive torque difference module is used to determine the target drive torque difference between the actual drive torque of the outer side of the steering outer drive wheel and the actual drive torque of the inner side of the steering inner drive wheel based on the target yaw rate. The steering outer drive wheel is the drive wheel that steers to the outer side of the vehicle, and the steering inner drive wheel is the drive wheel that steers to the inner side of the vehicle.

[0035] The drive torque adjustment module is used to adjust the actual drive torque of the outer steering drive wheel and the inner steering drive wheel respectively according to the target drive torque and the difference between the target drive torque when the vehicle is in a slipping state.

[0036] Furthermore, to achieve the above objectives, the present invention also proposes a drive torque adjustment device, the device comprising: a memory, a processor, and a drive torque adjustment program stored in the memory and executable on the processor, the drive torque adjustment program being configured to implement the steps of the drive torque adjustment method as described above.

[0037] Furthermore, to achieve the above objectives, the present invention also proposes a storage medium storing a drive torque adjustment program, which, when executed by a processor, implements the steps of the drive torque adjustment method as described above.

[0038] This invention provides a method, apparatus, device, and storage medium for adjusting drive torque. The method includes: determining a target drive torque to suppress drive wheel slippage based on the slip ratio of the drive wheels during vehicle operation; determining a target yaw rate of the vehicle based on its driving parameters; determining a target drive torque difference between the actual drive torque on the outer side of the outer steering drive wheel and the actual drive torque on the inner side of the inner steering drive wheel based on the target yaw rate; and adjusting the actual drive torque of the outer steering drive wheel and the inner steering drive wheel respectively based on the target drive torque and the target drive torque difference when the vehicle is slipping. This invention suppresses drive wheel slippage by using a target drive torque when the vehicle is slipping, and adjusts vehicle handling stability by separately adjusting the actual drive torque of the outer steering drive wheel and the inner steering drive wheel. Compared to existing technologies that cannot control vehicle handling stability when the anti-slip function is activated, the method of this invention achieves control over vehicle handling stability, stably suppressing drive wheel slippage and effectively improving the user's driving experience. Attached Figure Description

[0039] Figure 1 This is a schematic diagram of the drive torque adjustment device structure in the hardware operating environment involved in the embodiments of the present invention;

[0040] Figure 2This is a flowchart illustrating the first embodiment of the drive torque adjustment method of the present invention;

[0041] Figure 3 This is a flowchart illustrating the second embodiment of the drive torque adjustment method of the present invention;

[0042] Figure 4 This is a flowchart illustrating the third embodiment of the drive torque adjustment method of the present invention;

[0043] Figure 5 This is a structural block diagram of the first embodiment of the drive torque adjustment device of the present invention.

[0044] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0045] It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of the invention.

[0046] Reference Figure 1 , Figure 1 This is a schematic diagram of the drive torque adjustment device structure in the hardware operating environment involved in the embodiments of the present invention.

[0047] like Figure 1 As shown, the drive torque adjustment device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen or an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wireless-Fidelity (Wi-Fi) interface). The memory 1005 may be high-speed random access memory (RAM) or stable non-volatile memory (NVM), such as a disk storage device. The memory 1005 may also optionally be a storage device independent of the aforementioned processor 1001.

[0048] Those skilled in the art will understand that Figure 1 The structure shown does not constitute a limitation on the drive torque adjustment device and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0049] like Figure 1 As shown, the memory 1005, which serves as a storage medium, may include an operating system, a network communication module, a user interface module, and a drive torque adjustment program.

[0050] exist Figure 1 In the drive torque adjustment device shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the drive torque adjustment device of the present invention can be set in the drive torque adjustment device, and the drive torque adjustment device calls the drive torque adjustment program stored in the memory 1005 through the processor 1001 and executes the drive torque adjustment method provided in the embodiment of the present invention.

[0051] This invention provides a method for adjusting drive torque, referring to... Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the drive torque adjustment method of the present invention.

[0052] In this embodiment, the drive torque adjustment method includes the following steps:

[0053] Step S10: During vehicle operation, determine the target driving torque to suppress drive wheel slippage based on the slip ratio of the drive wheel.

[0054] It should be noted that the executing entity of the method in this embodiment can be a computing service device with functions such as drive torque adjustment, network communication, and program execution, such as a mobile phone, tablet computer, or personal computer, or other electronic devices that achieve the same or similar functions. The following description uses the aforementioned drive torque adjustment device (hereinafter referred to as the adjustment device) to illustrate this embodiment and the subsequent embodiments.

[0055] Understandably, the slip ratio mentioned above can be the ratio between the rotational speed of the vehicle's drive wheels and the actual driving speed. This slip ratio can be used to describe the sliding situation between the tires and the road surface. In other words, different values ​​of the slip ratio can be used to determine whether the vehicle is in a slipping state.

[0056] It should be noted that the target driving torque mentioned above can be the maximum available driving torque for driving the vehicle's drive wheels. By reducing the target driving torque, the actual driving torque can be reduced, thereby suppressing vehicle slippage. The driving torque is the torque output by the engine used to drive the vehicle's drive wheels to rotate.

[0057] In its implementation, the aforementioned adjustment device can collect the rotational speed of the vehicle's drive wheels and the vehicle's actual driving speed in real time during vehicle operation. Based on these rotational and actual speeds, it determines the slip ratio and calculates a compensation value for the actual driving torque. This compensation value is positive. The target driving torque is then calculated based on the difference between the actual driving torque and the compensation value. Specifically, different compensation values ​​can be calculated when the vehicle is in a slipping or non-slipping state, thereby obtaining different target driving torques to improve the accuracy of slippage suppression.

[0058] It should be understood that since the target driving torque is the difference between the actual driving torque and the compensation value, the target driving torque will be lower than the real-time driving torque, thereby reducing the real-time driving torque and thus suppressing slippage.

[0059] Further, in this embodiment, the step of determining the target driving torque to suppress slippage of the driving wheel based on the slip ratio of the driving wheel includes:

[0060] Step S101: Calculate the slip ratio difference between the slip ratio of the drive wheel and the preset slip ratio, and obtain the corresponding torque coefficient according to the range of the slip ratio difference.

[0061] It should be noted that the aforementioned preset slip ratio can be a slip ratio threshold for determining whether the vehicle is in a slipping state. If the slip ratio of the drive wheels is greater than the preset slip ratio, the vehicle is determined to be in a slipping state.

[0062] It is understood that the above torque coefficient is the coefficient for calculating the above actual driving torque compensation value, which may include a first torque coefficient in the slipping state, a second torque coefficient in the critical slipping state (which can be a critical state in which slipping is highly likely to occur, a transitional state from slipping state to non-slipping state, or a state in which slipping can occur at any time in the non-slipping state), and a third torque coefficient in the stable non-slipping state.

[0063] In a specific implementation, the aforementioned adjustment device can calculate the difference between the actual slip ratio of the drive wheel and the preset slip ratio. This difference is used to determine whether the vehicle is in a slipping state. If the slip ratio difference is greater than zero, the vehicle is determined to be in a slipping state. If the slip ratio difference is between a preset adjustment threshold and zero, the vehicle is determined to be in a critical slipping state. If the slip ratio difference is lower than the preset adjustment threshold, the vehicle is determined to be in a stable, non-slipping state. Based on the three states of the vehicle, corresponding torque coefficients can be obtained. The preset adjustment threshold can be a negative value, such as -0.05, used to determine whether the vehicle has exited a slipping state during the process of adjusting from a slipping state to a non-slipping state.

[0064] Step S102: Determine the target driving torque based on the slip ratio difference, the torque coefficient, and the actual driving torque of the drive wheel.

[0065] In practical implementation, the aforementioned adjustment device can obtain different torque coefficients based on the range of values ​​of the slip ratio difference, and calculate the target driving torque for each state according to the different torque coefficients.

[0066] It should be noted that when the aforementioned slip ratio difference is greater than zero, the vehicle is in a slipping state. At this time, the aforementioned first torque coefficient can be obtained, and the target driving torque can be calculated using the first preset target driving torque calculation formula, wherein the first preset target driving torque calculation formula is as follows:

[0067] T2 = T1 - K1 × ΔS,

[0068] In the formula, T2 is the target driving torque, T1 is the actual driving torque, K1 is the first torque coefficient, and ΔS is the slip ratio difference.

[0069] Understandably, when the slip ratio difference is greater than zero, the drive wheel is determined to be slipping. In order to suppress slippage, the target drive torque of the drive motor needs to be reduced. Therefore, the first torque coefficient can be set to a positive value, i.e., K1 > 0, so that the target drive torque is lower than the actual drive torque. The product of the first torque coefficient and the slip ratio difference, i.e., K1 × ΔS, can be the compensation value of the actual torque coefficient. Furthermore, the first torque coefficient can also be set to increase as the slip ratio difference increases, so as to quickly suppress drive wheel slippage.

[0070] It should be noted that t represents time, t=0 represents the first moment of entering the slippage state, and t=i (i>0) represents any time after the first moment. The above-mentioned adjustment device can record the first moment (t=0) when the drive wheel enters the slippage state, and then calculate the target drive torque T2 (t=0) at the first moment based on the first preset target drive torque. When the drive wheel has not exited the slippage state, by setting the value of the first torque coefficient, the target drive torque T2 (t=i) at any moment (t=i) satisfies T2 (t=i) ≤ T2 (t=0), thereby ensuring that the slip ratio difference decreases. However, when the drive wheel is still in the slippage state, it can quickly suppress vehicle slippage and avoid the target drive torque of the drive motor from increasing as the slip ratio difference decreases, which would lead to increased drive wheel slippage.

[0071] Understandably, when the aforementioned slip ratio difference is less than zero and greater than a preset adjustment threshold, the vehicle is in a critical slip state. At this time, the aforementioned second torque coefficient can be obtained, and the target driving torque can be calculated using the second preset target driving torque calculation formula, wherein the second preset target driving torque calculation formula is as follows:

[0072] T2 = T1 - K2,

[0073] In the formula, T2 is the target driving torque, T1 is the actual driving torque, and K2 is the second torque coefficient.

[0074] It should be noted that, since the system is in an adjustment state at this time, although the slip ratio difference is less than zero, slippage can still occur. Therefore, the second torque coefficient is set to a positive value, i.e., K2 > 0, to make the target driving torque lower than the actual driving torque. This second torque coefficient can be the compensation value of the actual torque coefficient. Furthermore, the second torque coefficient can also be set to increase as the slip ratio difference increases (at this time, the slip ratio difference is negative, that is, the smaller the absolute value of the slip ratio difference, the larger the second torque coefficient) to ensure that the drive wheel does not slip.

[0075] The critical point is that when the above slip ratio difference is less than the preset adjustment threshold, the vehicle is in a stable state without slipping, and the above second preset target drive torque calculation formula can still be used. At this time, the second torque coefficient can be set to 0, that is, the third torque coefficient is 0, and the compensation value of the actual drive torque is 0, so that the target drive torque is equal to the actual drive torque, thereby enabling the vehicle to make full use of the drive torque of the drive wheels in a stable state, and thus provide sufficient available torque for the yaw control of the vehicle.

[0076] Step S20: Determine the target yaw rate of the vehicle based on the vehicle's driving parameters.

[0077] It should be noted that the above driving parameters can be parameters generated during vehicle driving, including steering wheel angle, actual driving speed, and stability factor, etc.

[0078] Understandably, the aforementioned stability factor can be used as a coefficient to measure the vehicle's steering characteristics. For passenger cars, it is generally desirable to have weak understeer or neutral steering characteristics when the actual driving speed is low and the steering wheel angle is small. Therefore, when both the actual driving speed and the steering wheel angle are small, the stability factor is taken as zero. When the actual driving speed is high or the steering wheel angle is large, the stability factor gradually increases from zero to its maximum value, such as 0.005 to 0.01.

[0079] Understandably, the aforementioned target yaw rate can be considered the optimal speed at which the vehicle rotates around its vertical axis (i.e., the vehicle's centerline). This target yaw rate reflects the vehicle's handling stability; an excessively large or unstable target yaw rate can lead to loss of control or skidding.

[0080] In practical implementation, the aforementioned adjustment device can calculate the target yaw rate based on the steering wheel angle, actual driving speed, and stability factor using a preset yaw rate formula. The preset yaw rate formula is as follows:

[0081]

[0082] In the formula, w is the target yaw rate, v is the actual driving speed, δ is the steering wheel angle, K3 is the stability factor, L is the vehicle wheelbase, and i is the steering ratio.

[0083] It should be noted that the target yaw rate mentioned above must also satisfy the ground adhesion limit, which can be expressed by the following inequality:

[0084]

[0085] In the formula, w is the target yaw rate, μ is the ground adhesion coefficient, g is the gravitational angular velocity, and v is the actual driving speed.

[0086] It should be understood that the target yaw rate during vehicle movement can be calculated based on the above-mentioned preset yaw rate formula and the ground adhesion limit that the target yaw rate needs to meet.

[0087] Step S30: Determine the target driving torque difference between the actual driving torque of the outer side of the steering outer drive wheel and the actual driving torque of the inner side of the steering inner drive wheel by the target yaw rate, wherein the steering outer drive wheel is the drive wheel that steers to the outer side of the vehicle and the steering inner drive wheel is the drive wheel that steers to the inner side of the vehicle.

[0088] It should be noted that the target driving torque difference mentioned above is the difference that makes the outer steering drive wheel and the inner steering drive wheel of the vehicle tend to be stable. That is, if the difference between the actual driving torque of the outer steering drive wheel and the actual driving torque of the inner steering drive wheel is the target driving torque difference, then the vehicle is determined to be in a stable state.

[0089] In practical implementation, the handling stability of the aforementioned vehicle can be reflected in whether the deviation between the inner steering wheel and the outer steering wheel is too large. Therefore, the handling stability of the vehicle can be determined by combining the target yaw rate with the actual driving torque of both driving wheels. The aforementioned adjustment device can collect the actual yaw rate of the vehicle, and then calculate the target driving torque difference between the actual driving torque of the outer driving wheel and the actual driving torque of the inner driving wheel based on the difference between the target yaw rate and the actual yaw rate. This target driving torque difference is used to redistribute the driving torque of both driving wheels to control the handling stability of the vehicle.

[0090] Further, in this embodiment, the step of determining the target drive torque difference between the outer actual drive torque of the outer steering drive wheel and the inner actual drive torque of the inner steering drive wheel using the target yaw rate includes:

[0091] Step S301: Obtain the actual yaw rate of the vehicle and calculate the angular velocity difference between the target yaw rate and the actual yaw rate.

[0092] In practice, the aforementioned adjustment device can collect the actual yaw rate of the vehicle in real time after calculating the target yaw rate, and then calculate the angular velocity difference between the target yaw rate and the actual yaw rate. When the angular velocity difference is within a small range, it is determined that the vehicle is not prone to sideslip and has good handling stability. Conversely, if the angular velocity is within a large range, it is determined that the vehicle is prone to sideslip and has poor handling stability.

[0093] Step S302: Based on the angular velocity difference, calculate the target driving torque difference between the actual driving torque on the outer side of the steering outer drive wheel and the actual driving torque on the inner side of the steering inner drive wheel using a preset driving torque difference formula;

[0094] The formula for the preset drive torque difference is as follows:

[0095]

[0096] In the formula, ΔT is the target driving torque difference between the actual driving torque on the outer side and the actual driving torque on the inner side. FF K represents the feedforward coefficient. p K is the proportionality coefficient. i is the coefficient of the integral term, w is the target yaw rate, r is the actual yaw rate, and t is the current time.

[0097] In practical implementation, the aforementioned adjustment device can collect the actual yaw rate of the vehicle in real time through feedback during vehicle operation, and calculate the angular velocity difference between the actual yaw rate and the target yaw rate. Since the road conditions change at any time, the obtained angular velocity difference will also change in real time. However, the changing target torque difference can still be calculated using the aforementioned preset drive torque difference formula, and the actual drive torque of the two drive wheels can be redistributed through this target torque difference that changes with the road conditions, thereby achieving precise adjustment of the two drive wheels.

[0098] Step S40: When the vehicle is in a slipping state, adjust the actual driving torque of the outer steering drive wheel and the inner steering drive wheel according to the target driving torque and the difference between the target driving torque.

[0099] In practical implementation, the aforementioned adjustment device can determine that the vehicle is in a slipping state by the slip ratio difference being greater than zero. After determining that the vehicle is in a slipping state, the target driving torque in the slipping state can be calculated in the aforementioned manner. The actual driving torque is reduced by the target driving torque to suppress vehicle slippage. At the same time, the driving torque is redistributed to the outer steering drive wheel and the inner steering drive wheel by the target driving torque difference between the two drive wheels, so that the actual torque difference between the two drive wheels tends to a stable range, thereby reducing the rotational deviation of the outer steering drive wheel and the inner steering drive wheel, so that the vehicle does not sideslip during the process of suppressing slippage and tends to be stable.

[0100] This embodiment determines the target driving torque to suppress drive wheel slippage based on the slip ratio of the drive wheels during vehicle operation; determines the target yaw rate of the vehicle based on its driving parameters; and determines the target driving torque difference between the actual driving torque of the outer drive wheel and the inner drive wheel based on the target yaw rate. When the vehicle is slipping, the actual driving torques of the outer and inner drive wheels are adjusted according to the target driving torque and the target driving torque difference. This embodiment suppresses drive wheel slippage by using the target driving torque when the vehicle is slipping, and adjusts the vehicle's handling stability by separately adjusting the actual driving torques of the outer and inner drive wheels. Compared to existing technologies that cannot control vehicle handling stability when the anti-slip function is activated, this embodiment achieves control over vehicle handling stability, stably suppressing drive wheel slippage and effectively improving the user's driving experience.

[0101] refer to Figure 3 , Figure 3 This is a flowchart illustrating the second embodiment of the drive torque adjustment method of the present invention.

[0102] Based on the first embodiment described above, in this embodiment, the target driving torque includes the outer target driving torque of the outer steering drive wheel and the inner driving torque of the inner steering drive wheel. Step S40 includes:

[0103] Step S401: When the vehicle is in a slipping state, determine whether the drive wheel in the slipping state includes the steering inner drive wheel.

[0104] In practice, since the outer steering wheel and the inner steering wheel have different steering directions, their actual driving torque is also different. Therefore, when the vehicle is in a slipping state, the adjustment device can determine whether the slipping drive wheel includes the inner steering wheel, and distribute different driving torques to the two drive wheels according to different determination results.

[0105] Step S402: If the inner steering drive wheel is included, determine whether the difference between the outer target drive torque and the inner target drive torque is greater than the target drive torque difference.

[0106] It should be noted that the aforementioned outer target driving torque can be the maximum available driving torque of the steering outer drive wheel, and correspondingly, the aforementioned inner target driving torque can be the maximum available driving torque of the steering inner drive wheel. The calculation methods for the aforementioned outer target driving torque and inner target driving torque can refer to the calculation method for the aforementioned target driving torque, and will not be repeated here.

[0107] In its implementation, when the aforementioned adjustment device determines that the slipping drive wheel includes the inner steering drive wheel, there are two possibilities: either only the inner steering drive wheel is slipping, or both the inner and outer steering drive wheels are slipping. Since both scenarios involve the inner steering drive wheel, the same strategy can be used for drive torque distribution. During the drive torque distribution process, the adjustment device first calculates the difference between the target drive torque on the outer side and the target drive torque on the inner side, and then determines whether this calculated difference is greater than the difference between the target drive torques of the two drive wheels.

[0108] Step S403: If the difference is greater than the target driving torque difference, the actual driving torque on the outer side is adjusted to the sum of the difference between the target driving torque on the inner side and the target driving torque, and the actual driving torque on the inner side is adjusted to the target driving torque on the inner side.

[0109] In specific implementation, taking the target driving torque on the outer side as T4, the target driving torque on the inner side as T5, and the difference between the target driving torques as ΔT as an example, when T4-T5>ΔT, the actual driving torque on the outer side can be adjusted to T5+ΔT, and the actual driving torque on the inner side can be adjusted to T5. This makes the difference between the actual driving torque on the outer side and the actual driving torque on the inner side equal to the aforementioned target driving torque difference. At the same time, after adjustment, the actual driving torque on the outer side is lower than T4, and after adjustment, the actual driving torque on the inner side is equal to T5. Neither of these exceeds the maximum usable torque (i.e., the target driving torque). This achieves the suppression of slippage while stabilizing both drive wheels, thus precisely improving handling stability.

[0110] Furthermore, in this embodiment, after the step of determining whether the difference between the outer target driving torque and the inner target driving torque is greater than the target driving torque difference, the method further includes:

[0111] If the difference is not greater than the target driving torque difference, the actual driving torque on the outer side is adjusted to the target driving torque on the outer side, and the actual driving torque on the inner side is adjusted to the difference between the target driving torque on the outer side and the target driving torque difference.

[0112] In specific implementation, taking the target driving torque on the outer side as T4, the target driving torque on the inner side as T5, and the difference between the target driving torques as ΔT as an example, when T4-T5≤ΔT, the actual driving torque on the outer side can be adjusted to T4, and the actual driving torque on the inner side can be adjusted to T4-ΔT. This makes the difference between the actual driving torque on the outer side and the actual driving torque on the inner side equal to the aforementioned target driving torque difference. At the same time, after adjustment, the actual driving torque on the outer side is equal to T4, and the actual driving torque on the inner side is lower than T5. Neither of these exceeds the maximum usable torque (i.e., the target driving torque), thereby suppressing slippage while stabilizing the driving wheels on both sides, thus precisely improving handling stability.

[0113] Furthermore, in this embodiment, after step S401, the method further includes:

[0114] If the inner drive wheel is not included, the actual drive torque on the outer side is adjusted to the target drive torque on the outer side, and the actual drive torque on the inner side is adjusted to the difference between the target drive torque on the outer side and the target drive torque.

[0115] In its specific implementation, when the aforementioned adjustment device determines that the drive wheels in a slipping state do not include the inner steering drive wheels, i.e., only the outer steering drive wheels are slipping, taking the target drive torque of the outer wheel as T4, the target drive torque of the inner wheel as T5, and the difference between the target drive torques as ΔT as an example, the actual drive torque of the outer wheel can be adjusted to T4, and the actual drive torque of the inner wheel can be adjusted to T4-ΔT. This makes the difference between the actual drive torque of the outer wheel and the actual drive torque of the inner wheel equal to the aforementioned target drive torque difference. At the same time, after adjustment, the actual drive torque of the outer wheel is equal to T4, and the actual drive torque of the inner wheel is lower than T5, neither of which exceeds the maximum usable torque (i.e., the target drive torque). This achieves the suppression of slippage while stabilizing both drive wheels, thus precisely improving handling stability.

[0116] In this embodiment, when the vehicle is in a slipping state, if the slipping drive wheel includes the inner steering drive wheel, and the difference between the outer target drive torque and the inner target drive torque is greater than the target drive torque difference, then the outer actual drive torque is adjusted to the sum of the inner target drive torque and the difference between the inner target drive torque, and the inner actual drive torque is adjusted to the inner target drive torque; if the slipping drive wheel includes the inner steering drive wheel, and the difference between the outer target drive torque and the inner target drive torque is not greater than the target drive torque difference, then the outer actual drive torque is adjusted to the inner target drive torque. The actual driving torque is adjusted to the outer target driving torque, and the inner actual driving torque is adjusted to the difference between the outer target driving torque and the target driving torque. If the drive wheel in a slipping state does not include the steering inner drive wheel, the outer actual driving torque is adjusted to the outer target driving torque, and the inner actual driving torque is adjusted to the difference between the outer target driving torque and the target driving torque. This enables accurate adjustment of the actual driving torque of each drive wheel when different drive wheels are in a slipping state, making each drive wheel more stable and effectively improving the handling stability of the vehicle in a slipping state.

[0117] refer to Figure 4 , Figure 4 This is a flowchart illustrating the third embodiment of the drive torque adjustment method of the present invention.

[0118] Based on the second embodiment described above, in this embodiment, after determining the target drive torque difference between the outer actual drive torque of the outer steering drive wheel and the inner actual drive torque of the inner steering drive wheel using the target yaw rate, the method further includes:

[0119] Step S401': When the vehicle is not in a slipping state, obtain the preset outer drive torque pre-allocated to the outer drive wheel and the preset inner drive torque pre-allocated to the inner drive wheel.

[0120] It should be noted that the aforementioned outer preset drive torque is a fixed drive torque pre-allocated to the outer steering drive wheel, and correspondingly, the aforementioned inner preset drive torque is a fixed drive torque pre-allocated to the inner steering drive wheel.

[0121] In a specific implementation, the aforementioned adjustment device can obtain the requested torque of the vehicle controller to the electric drive system, then divide the requested torque equally, and calculate the outer preset drive torque and the inner preset drive torque based on the difference between the divided torque and the target drive torque.

[0122] The preset drive torque on the outer side can be calculated based on the following formula:

[0123] T6 = 0.5 × T0 + 0.5 × ΔT,

[0124] In the formula, T6 is the preset driving torque on the outer side, T0 is the requested torque, and ΔT is the difference between the target driving torque and the target torque.

[0125] The preset inner drive torque can be calculated based on the following formula:

[0126] T7 = 0.5 × T0 - 0.5 × ΔT,

[0127] In the formula, T7 is the preset driving torque on the outer side, T0 is the requested torque, and ΔT is the difference between the target driving torque and the target torque.

[0128] It should be understood that, as shown in the above calculation formula, the requested torque is obtained after the preset drive torque on the outer side and the preset drive torque on the inner side. When the vehicle is not in a slipping state, the calculated preset drive torque pre-allocated to the outer drive wheel and the preset drive torque pre-allocated to the inner drive wheel can be obtained.

[0129] Step S402': When the outer target driving torque is greater than the outer preset driving torque, adjust the outer actual driving torque to the outer preset driving torque, and adjust the inner actual driving torque to the inner preset driving torque.

[0130] In a specific implementation, taking the outer target driving torque as T4, the inner target driving torque as T5, and the target driving torque difference as ΔT as an example, the above-mentioned adjustment device can adjust the outer actual driving torque to T6 and the inner actual driving torque to T7 when the vehicle is not slipping and the outer target driving torque is greater than the outer preset driving torque, i.e., T4 > T6. Furthermore, after adjustment, the outer actual driving torque is lower than T4 and the inner actual driving torque is lower than T5, and neither exceeds the maximum available torque (i.e., the target driving torque). This achieves the goal of keeping both drive wheels relatively stable when there is no slippage, thus precisely improving handling stability.

[0131] Step S402”: When the outer target driving torque is not greater than the outer preset driving torque, adjust the outer actual driving torque to the outer target driving torque, and adjust the inner actual driving torque to the difference between the outer target driving torque and the target driving torque.

[0132] In a specific implementation, taking the outer target driving torque as T4, the inner target driving torque as T5, and the target driving torque difference as ΔT as an example, the above-mentioned adjustment device can adjust the outer actual driving torque to T6 and the inner actual driving torque to T4-ΔT when the vehicle is not slipping and the outer target driving torque is not greater than the outer preset driving torque, i.e., T4≤T6. After adjustment, the outer actual driving torque is equal to T4 and the inner actual driving torque is lower than T5, neither of which exceeds the maximum available torque (i.e., the target driving torque). This achieves the goal of keeping both drive wheels relatively stable when there is no slippage, thus precisely improving handling stability.

[0133] This embodiment obtains the preset drive torque allocated to the outer drive wheel and the preset drive torque allocated to the inner drive wheel when the vehicle is not slipping. When the target drive torque on the outer side is greater than the preset drive torque on the outer side, the actual drive torque on the outer side is adjusted to the preset drive torque on the outer side, and the actual drive torque on the inner side is adjusted to the preset drive torque on the inner side. When the target drive torque on the outer side is not greater than the preset drive torque on the outer side, the actual drive torque on the outer side is adjusted to the target drive torque on the outer side, and the actual drive torque on the inner side is adjusted to the difference between the target drive torque on the outer side and the target drive torque. This achieves the goal of keeping both drive wheels relatively stable when there is no slippage, precisely improving handling stability and thus enhancing the user's driving experience.

[0134] Furthermore, embodiments of the present invention also propose a storage medium storing a drive torque adjustment program, which, when executed by a processor, implements the steps of the drive torque adjustment method described above.

[0135] Reference Figure 5 , Figure 5 This is a structural block diagram of the first embodiment of the drive torque adjustment device of the present invention.

[0136] like Figure 5 As shown, the drive torque adjustment device proposed in this embodiment of the invention includes:

[0137] The drive torque determination module 501 is used to determine the target drive torque to suppress slippage of the drive wheel based on the slip ratio of the drive wheel during vehicle operation.

[0138] The yaw rate determination module 502 is used to determine the target yaw rate of the vehicle based on the vehicle's driving parameters.

[0139] The drive torque difference module 503 is used to determine the target drive torque difference between the actual drive torque of the outer side of the steering outer drive wheel and the actual drive torque of the inner side of the steering inner drive wheel based on the target yaw rate. The steering outer drive wheel is the drive wheel that steers to the outer side of the vehicle, and the steering inner drive wheel is the drive wheel that steers to the inner side of the vehicle.

[0140] The drive torque adjustment module 504 is used to adjust the actual drive torque of the outer steering drive wheel and the inner steering drive wheel respectively according to the target drive torque and the difference between the target drive torque when the vehicle is in a slipping state.

[0141] This embodiment determines the target driving torque to suppress drive wheel slippage based on the slip ratio of the drive wheels during vehicle operation; determines the target yaw rate of the vehicle based on its driving parameters; and determines the target driving torque difference between the actual driving torque of the outer drive wheel and the inner drive wheel based on the target yaw rate. When the vehicle is slipping, the actual driving torque of the outer and inner drive wheels is adjusted according to the target driving torque and the target driving torque difference. This embodiment suppresses drive wheel slippage by using the target driving torque when the vehicle is slipping, and adjusts the vehicle's handling stability by separately adjusting the actual driving torque of the outer and inner drive wheels. Compared to existing technologies that cannot control vehicle handling stability when the anti-slip function is activated, this embodiment achieves control over vehicle handling stability, stably suppressing drive wheel slippage and effectively improving the user's driving experience.

[0142] In one implementation, the drive torque determination module 501 is further configured to calculate the slip ratio difference between the slip ratio of the drive wheel and the preset slip ratio, and obtain the corresponding torque coefficient according to the range of the slip ratio difference; and determine the target drive torque based on the slip ratio difference, the torque coefficient and the actual drive torque of the drive wheel.

[0143] In one implementation, the drive torque difference module 503 is also used to obtain the actual yaw rate of the vehicle and calculate the angular velocity difference between the target yaw rate and the actual yaw rate.

[0144] Based on the angular velocity difference, the target driving torque difference between the actual driving torque of the outer side of the outer steering drive wheel and the actual driving torque of the inner side of the inner steering drive wheel is calculated using a preset driving torque difference formula; wherein, the preset driving torque difference formula is:

[0145]

[0146] In the formula, ΔT is the target driving torque difference between the actual driving torque on the outer side and the actual driving torque on the inner side. FF K represents the feedforward coefficient. p K is the proportionality coefficient. i is the coefficient of the integral term, w is the target yaw rate, r is the actual yaw rate, and t is the current time.

[0147] Based on the first embodiment of the drive torque adjustment device of the present invention described above, a second embodiment of the drive torque adjustment device of the present invention is proposed.

[0148] In this embodiment, the drive torque adjustment module 504 is further configured to, when the vehicle is in a slipping state, determine whether the drive wheel in the slipping state includes the steering inner drive wheel; if it includes the steering inner drive wheel, determine whether the difference between the outer target drive torque and the inner target drive torque is greater than the target drive torque difference; if it is greater than the target drive torque difference, adjust the outer actual drive torque to the sum of the inner target drive torque and the target drive torque difference, and adjust the inner actual drive torque to the inner target drive torque.

[0149] In one implementation, the drive torque adjustment module 504 is further configured to, if the actual drive torque on the outer side is not greater than the target drive torque difference, adjust the actual drive torque on the outer side to the target drive torque on the outer side, and adjust the actual drive torque on the inner side to the difference between the target drive torque on the outer side and the target drive torque difference.

[0150] In one embodiment, the drive torque adjustment module 504 is further configured to, if the inner steering drive wheel is not included, adjust the outer actual drive torque to the outer target drive torque, and adjust the inner actual drive torque to the difference between the outer target drive torque and the target drive torque.

[0151] Based on the second embodiment of the drive torque adjustment device of the present invention described above, a third embodiment of the drive torque adjustment device of the present invention is proposed.

[0152] In this embodiment, the drive torque adjustment module 504 is further configured to, when the vehicle is not in a slipping state, acquire a preset drive torque pre-allocated to the outer drive wheel and a preset drive torque pre-allocated to the inner drive wheel; when the target drive torque is greater than the preset drive torque, adjust the actual drive torque to the preset drive torque and adjust the actual drive torque to the preset drive torque; when the target drive torque is not greater than the preset drive torque, adjust the actual drive torque to the target drive torque and adjust the actual drive torque to the difference between the target drive torque and the target drive torque.

[0153] The specific implementation methods of the various embodiments of the drive torque adjustment device of the present invention can be referred to the above-described method embodiments, and will not be repeated here.

[0154] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0155] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0156] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as read-only memory / random access memory, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0157] The above are merely preferred embodiments of the present invention and do not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A method for adjusting drive torque, characterized in that, The method includes the following steps: During vehicle operation, a target driving torque to suppress drive wheel slippage is determined based on the slip ratio of the drive wheels; The target yaw rate of the vehicle is determined based on the vehicle's driving parameters; The target drive torque difference between the outer actual drive torque of the outer steering drive wheel and the inner actual drive torque of the inner steering drive wheel is determined by the target yaw rate. The outer steering drive wheel is the drive wheel that steers to the outside of the vehicle, and the inner steering drive wheel is the drive wheel that steers to the inside of the vehicle. When the vehicle is in a slipping state, the actual driving torque of the outer steering drive wheel and the inner steering drive wheel are adjusted according to the target driving torque and the difference between the target driving torque; The step of determining the target drive torque to suppress drive wheel slippage based on the slip ratio of the drive wheel includes: Real-time data collection of the rotational speed of the vehicle's drive wheels and the vehicle's actual driving speed; The slip ratio of the vehicle's drive wheels is determined based on the rotational speed and the actual driving speed; Calculate the slip ratio difference between the slip ratio and the preset slip ratio; When the slip ratio difference is greater than zero, the vehicle is determined to be in a slipping state, and the first torque coefficient corresponding to the slipping state is obtained; The target driving torque is determined by the first preset target driving torque calculation formula based on the slip ratio difference, the first torque coefficient, and the actual driving torque of the driving wheel. When the slip ratio difference is less than zero and greater than a preset adjustment threshold, the vehicle is determined to be in a slip critical state, and the second torque coefficient corresponding to the slip critical state is obtained. The target driving torque is determined by the second preset target driving torque calculation formula based on the slip ratio difference, the second torque coefficient, and the actual driving torque of the driving wheel.

2. The driving torque adjustment method as described in claim 1, characterized in that, The target driving torque includes the outer target driving torque of the outer steering drive wheel and the inner driving torque of the inner steering drive wheel. The step of adjusting the actual driving torque of the outer steering drive wheel and the inner steering drive wheel according to the target driving torque and the difference between the target driving torques when the vehicle is in a slipping state includes: When the vehicle is in a slipping state, it is determined whether the drive wheel in the slipping state includes the steering inner drive wheel; If the inner steering drive wheel is included, then determine whether the difference between the outer target drive torque and the inner target drive torque is greater than the target drive torque difference. If the difference is greater than the target driving torque difference, the outer actual driving torque is adjusted to the sum of the inner target driving torque and the target driving torque difference, and the inner actual driving torque is adjusted to the inner target driving torque.

3. The drive torque adjustment method as described in claim 2, characterized in that, After the step of determining whether the difference between the outer target driving torque and the inner target driving torque is greater than the target driving torque difference, the method further includes: If the difference is not greater than the target driving torque difference, the actual driving torque on the outer side is adjusted to the target driving torque on the outer side, and the actual driving torque on the inner side is adjusted to the difference between the target driving torque on the outer side and the target driving torque difference.

4. The drive torque adjustment method as described in claim 3, characterized in that, The step of determining whether the drive wheel in the slipping state includes the steering inner drive wheel when the vehicle is in a slipping state includes: If the inner drive wheel is not included, the actual drive torque on the outer side is adjusted to the target drive torque on the outer side, and the actual drive torque on the inner side is adjusted to the difference between the target drive torque on the outer side and the target drive torque.

5. The drive torque adjustment method as described in claim 1, characterized in that, After determining the target drive torque difference between the outer actual drive torque of the outer steering drive wheel and the inner actual drive torque of the inner steering drive wheel using the target yaw rate, the method further includes: When the vehicle is not in a slipping state, the preset drive torque of the outer drive wheel and the preset drive torque of the inner drive wheel are pre-allocated to the outer drive wheel. When the target driving torque on the outer side is greater than the preset driving torque on the outer side, the actual driving torque on the outer side is adjusted to the preset driving torque on the outer side, and the actual driving torque on the inner side is adjusted to the preset driving torque on the inner side. When the outer target driving torque is not greater than the outer preset driving torque, the outer actual driving torque is adjusted to the outer target driving torque, and the inner actual driving torque is adjusted to the difference between the outer target driving torque and the target driving torque.

6. The drive torque adjustment method as described in claim 1, characterized in that, The step of determining the target drive torque difference between the outer actual drive torque of the outer steering drive wheel and the inner actual drive torque of the inner steering drive wheel using the target yaw rate includes: Obtain the actual yaw rate of the vehicle, and calculate the angular velocity difference between the target yaw rate and the actual yaw rate; Based on the angular velocity difference, the target driving torque difference between the actual driving torque on the outer side of the steering outer drive wheel and the actual driving torque on the inner side of the steering inner drive wheel is calculated using a preset driving torque difference formula. The formula for the preset drive torque difference is as follows: ， In the formula, ΔT is the target driving torque difference between the actual driving torque on the outer side and the actual driving torque on the inner side, ΔTFF is the feedforward coefficient, Kp is the proportional coefficient, Ki is the integral coefficient, w is the target yaw rate, r is the actual yaw rate, and t is the current time.

7. A drive torque adjustment device, characterized in that, The device includes: A drive torque determination module is used to determine a target drive torque to suppress slippage of the drive wheels based on the slip ratio of the drive wheels during vehicle operation. A yaw rate determination module is used to determine the target yaw rate of the vehicle based on the vehicle's driving parameters; The drive torque difference module is used to determine the target drive torque difference between the actual drive torque of the outer side of the steering outer drive wheel and the actual drive torque of the inner side of the steering inner drive wheel based on the target yaw rate. The steering outer drive wheel is the drive wheel that steers to the outer side of the vehicle, and the steering inner drive wheel is the drive wheel that steers to the inner side of the vehicle. A drive torque adjustment module is used to adjust the actual drive torque of the outer steering drive wheel and the inner steering drive wheel respectively according to the target drive torque and the difference between the target drive torque when the vehicle is in a slipping state; The drive torque determination module is further configured to: collect the rotational speed of the vehicle's drive wheels and the vehicle's actual driving speed in real time; determine the slip ratio of the vehicle's drive wheels based on the rotational speed and the actual driving speed; calculate the slip ratio difference between the slip ratio and a preset slip ratio; determine that the vehicle is in a slipping state when the slip ratio difference is greater than zero, and obtain a first torque coefficient corresponding to the slipping state; determine a target drive torque based on the slip ratio difference, the first torque coefficient, and the actual drive torque of the drive wheels using a first preset target drive torque calculation formula; determine that the vehicle is in a slipping critical state when the slip ratio difference is less than zero and greater than a preset adjustment threshold, and obtain a second torque coefficient corresponding to the slipping critical state; and determine a target drive torque based on the slip ratio difference, the second torque coefficient, and the actual drive torque of the drive wheels using a second preset target drive torque calculation formula.

8. A drive torque regulating device, characterized in that, The device includes: a memory, a processor, and a drive torque adjustment program stored in the memory and executable on the processor, the drive torque adjustment program being configured to implement the steps of the drive torque adjustment method as described in any one of claims 1 to 6.

9. A storage medium, characterized in that, The storage medium stores a drive torque adjustment program, which, when executed by a processor, implements the steps of the drive torque adjustment method as described in any one of claims 1 to 6.

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