Power control method and device of vehicle, medium, vehicle controller and vehicle

Abstract

The application discloses a power control method and device of a vehicle, a medium, a vehicle controller and the vehicle. The method comprises the following steps: if a torque vector control function is activated, determining a first torque distribution ratio of each driving wheel of the vehicle according to a dynamic load of each driving wheel of the vehicle; and determining a first distributed torque of a corresponding driving wheel according to a whole vehicle demand torque of the vehicle and the first torque distribution ratio of each driving wheel. When each driving wheel is driven according to the first distributed torque of each driving wheel and a steering wheel angle of the vehicle is a set angle, an integral area of a mapping curve of a turning radius and a lateral acceleration of the vehicle is a first curve, and the integral area of the mapping curve of the turning radius and the lateral acceleration of the vehicle is a second curve when the torque vector control function is not activated. The method prolongs a lateral acceleration interval of stable steering without slipping of the vehicle, and improves a maximum vehicle speed limit of stable steering.

Description

[0001] This invention patent application is a divisional application of Chinese invention patent application filed on December 26, 2022, with application number 2022116787204 and titled "Power control method, device, medium, vehicle controller and vehicle for a vehicle". Technical Field

[0002] This invention relates to the field of vehicle control technology, and in particular to a vehicle power control method, device, medium, vehicle controller, and vehicle. Background Technology

[0003] With the development of the automotive industry and the economy, the use of cars is becoming increasingly widespread. Generally, when driving, cars struggle to turn with a small turning radius at high speeds, or, in other words, they are prone to skidding and unstable turning at higher speeds, meaning the maximum speed limit for stable turning is relatively small. Especially when the vehicle is heavily loaded, or when road conditions or weather are adverse, the car's wheels are highly likely to slip violently, affecting the stability and safety of the vehicle during driving. Summary of the Invention

[0004] The present invention aims to at least partially solve one of the technical problems in the related art.

[0005] Therefore, the first objective of this invention is to propose a vehicle dynamic control method that extends the lateral acceleration range for stable steering without slippage and increases the maximum speed limit for stable cornering.

[0006] A second objective of this invention is to provide a computer-readable storage medium.

[0007] The third objective of this invention is to provide a vehicle controller.

[0008] The fourth objective of this invention is to provide a power control device for a vehicle.

[0009] The fifth objective of this invention is to provide a vehicle.

[0010] To achieve the above objectives, a first aspect of the present invention provides a vehicle power control method, comprising: if torque vector control is activated, determining a first torque distribution ratio for each drive wheel based on the dynamic load of each drive wheel of the vehicle; determining a first distribution torque for a corresponding drive wheel based on the overall vehicle torque requirement and the first torque distribution ratio of each drive wheel; wherein, when the corresponding drive wheel is driven according to the first distribution torque of each drive wheel and the steering wheel angle of the vehicle is a set angle, the mapping curve of the vehicle's turning radius and lateral acceleration is a first curve, and the integral of the first curve over a set lateral acceleration range is a first area; wherein, if torque vector control is not activated and the vehicle's steering wheel angle turns according to the set angle, the mapping curve of the vehicle's turning radius and lateral acceleration is a second curve, and the integral of the second curve over the set lateral acceleration range is a second area, and the first area is smaller than the second area.

[0011] According to one embodiment of the present invention, under the same turning radius, the lateral acceleration corresponding to the first curve is greater than the lateral acceleration corresponding to the second curve.

[0012] According to one embodiment of the present invention, at the same vehicle speed, the turning radius corresponding to the first curve is smaller than the turning radius corresponding to the second curve.

[0013] According to one embodiment of the present invention, the length of the set lateral acceleration range accounts for 30%-40% of the lower limit of the set lateral acceleration range.

[0014] According to one embodiment of the present invention, determining the first torque distribution ratio of each drive wheel based on the dynamic load of each drive wheel of the vehicle includes: determining a base torque distribution ratio of each drive wheel based on the dynamic load of each drive wheel; determining a wheel speed correction amount for the torque distribution ratio of each drive wheel based on wheel speed difference information of the vehicle; and determining a steering correction amount for the torque distribution ratio of each drive wheel based on lateral dynamic information of the vehicle; and correcting the base torque distribution ratio based on the wheel speed correction amount and / or the steering correction amount to obtain the first torque distribution ratio of each drive wheel.

[0015] According to one embodiment of the present invention, determining the basic torque distribution ratio of a corresponding drive wheel based on the dynamic load of each drive wheel includes: determining the proportion of the dynamic load of each drive wheel to the total dynamic load as the basic torque distribution ratio of the corresponding drive wheel; wherein the sum of the dynamic loads of each drive wheel is equal to the total dynamic load.

[0016] According to one embodiment of the present invention, the dynamic load of each drive wheel is determined based on the total mass of the vehicle, the longitudinal acceleration of the vehicle, and the lateral acceleration of the vehicle.

[0017] According to one embodiment of the present invention, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, wherein the axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle; the dynamic load of each drive wheel is calculated according to the following formula:

[0018]

[0019] Among them, F Z11,D F Z12,D F Z21,D F Z22,D The values ​​are: ... g L is the height of the vehicle's center of gravity, and L is the wheelbase of the vehicle. f L is the wheelbase between the left front wheel and the right front wheel. r The distance between the left and right rear wheels is given by g, where g is the acceleration due to gravity, and a is the acceleration due to gravity. x Let a be the longitudinal acceleration of the vehicle. y Let be the lateral acceleration of the vehicle.

[0020] According to one embodiment of the present invention, correcting the base torque distribution ratio based on the wheel speed correction amount and the steering correction amount includes: determining a first intermediate torque distribution ratio based on the wheel speed correction amount and the base torque distribution ratio, and determining the first torque distribution ratio based on the steering correction amount and the first intermediate torque distribution ratio; or determining a second intermediate torque distribution ratio based on the steering correction amount and the base torque distribution ratio, and determining the first torque distribution ratio based on the wheel speed correction amount and the second intermediate torque distribution ratio.

[0021] According to one embodiment of the present invention, the step of correcting the base torque distribution ratio based on the wheel speed correction amount or the steering correction amount includes: if the vehicle's steering correction sub-function is activated, determining the first torque distribution ratio based on the steering correction amount and the base torque distribution ratio; if the vehicle's steering correction sub-function is not activated but the vehicle's wheel speed correction sub-function is activated, determining the first torque distribution ratio based on the wheel speed correction amount and the base torque distribution ratio; if the vehicle's steering correction sub-function is not activated and the vehicle's wheel speed correction sub-function is not activated, using the base torque distribution ratio as the first torque distribution ratio.

[0022] According to one embodiment of the present invention, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, wherein the axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle; the wheel speed difference information includes a first wheel speed difference between the left front wheel and the right front wheel, a second wheel speed difference between the left rear wheel and the right rear wheel, and an axle speed difference between the front axle and the rear axle; the method further includes: determining that the wheel speed correction sub-function of the vehicle is activated when the first wheel speed difference is greater than a first preset speed threshold; or determining that the wheel speed correction sub-function of the vehicle is activated when the second wheel speed difference is greater than a second preset speed threshold; or determining that the wheel speed correction sub-function of the vehicle is activated when the axle speed difference is greater than a third preset speed threshold.

[0023] According to one embodiment of the present invention, the lateral dynamic information is determined based on the relationship between the actual yaw rate and the ideal yaw rate of the vehicle; the method further includes: determining that the vehicle's steering correction sub-function is activated when the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth preset speed threshold; or determining that the vehicle's steering correction sub-function is activated when the actual yaw rate is less than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth preset speed threshold.

[0024] According to one embodiment of the present invention, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, wherein the axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle; the wheel speed difference information includes a first wheel speed difference between the left front wheel and the right front wheel, a second wheel speed difference between the left rear wheel and the right rear wheel, and an axle speed difference between the front axle and the rear axle; the wheel speed correction amount for determining the torque distribution ratio of each drive wheel based on the wheel speed difference information includes: determining a first correction amount for the left front wheel and the right front wheel based on the first wheel speed difference, determining a second correction amount for the left rear wheel and the right rear wheel based on the second wheel speed difference, and determining a third correction amount for the front axle and the rear axle based on the axle speed difference; determining the wheel speed correction amount for the left front wheel and the right front wheel based on the first correction amount and the third correction amount, and determining the wheel speed correction amount for the left rear wheel and the right rear wheel based on the second correction amount and the third correction amount.

[0025] According to one embodiment of the present invention, determining a first correction amount for the left front wheel and the right front wheel based on the first wheel speed difference includes: determining the first correction amount for the left front wheel and the right front wheel based on the first wheel speed difference and the rate of change of the first wheel speed difference when the first wheel speed difference is greater than a first preset speed threshold; and / or determining a second correction amount for the left rear wheel and the right rear wheel based on the second wheel speed difference includes: determining the second correction amount for the left rear wheel and the right rear wheel based on the second wheel speed difference and the rate of change of the second wheel speed difference when the second wheel speed difference is greater than a second preset speed threshold; and / or determining a third correction amount for the front axle and the rear axle based on the axle speed difference includes: determining the third correction amount for the front axle and the rear axle based on the axle speed difference and the rate of change of the axle speed difference when the axle speed difference is greater than a third preset speed threshold.

[0026] According to one embodiment of the present invention, correcting the base torque distribution ratio based on the wheel speed correction amount includes: subtracting the first correction amount from the base torque distribution ratio corresponding to the larger wheel speed of the left front wheel and the right front wheel, and adding the first correction amount to the base torque distribution ratio corresponding to the smaller wheel speed of the left front wheel and the right front wheel; and / or subtracting the second correction amount from the base torque distribution ratio corresponding to the larger wheel speed of the left rear wheel and the right rear wheel, and adding the second correction amount to the base torque distribution ratio corresponding to the smaller wheel speed of the left rear wheel and the right rear wheel; and / or subtracting half of the third correction amount from the base torque distribution ratios of the two drive wheels corresponding to the larger axle speed of the front axle and the rear axle, and adding half of the third correction amount to the base torque distribution ratios of the two drive wheels corresponding to the smaller axle speed of the front axle and the rear axle.

[0027] According to one embodiment of the present invention, when the first wheel speed difference is less than or equal to a first preset speed threshold, the first correction amount is determined to be zero; and / or when the second wheel speed difference is less than or equal to a second preset speed threshold, the second correction amount is determined to be zero; and / or when the axle speed difference is less than or equal to a third preset speed threshold, the third correction amount is determined to be zero.

[0028] According to one embodiment of the present invention, the lateral dynamic information is determined based on the relationship between the actual yaw rate and the ideal yaw rate of the vehicle.

[0029] According to one embodiment of the present invention, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. The axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle. The step of determining the steering correction amount for the torque distribution ratio of each drive wheel based on the lateral dynamic information includes: when the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth preset speed threshold, determining the front axle oversteering correction amount, the rear axle oversteering correction amount, and the front and rear axle oversteering correction amount based on the difference between the actual yaw rate and the ideal yaw rate; or when the actual yaw rate is less than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth preset speed threshold, determining the front axle understeering correction amount, the rear axle understeering correction amount, and the front and rear axle understeering correction amount based on the difference between the ideal yaw rate and the actual yaw rate.

[0030] According to one embodiment of the present invention, when the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth preset speed threshold, correcting the basic torque distribution ratio according to the steering correction amount includes: adding the front axle oversteering correction amount to the basic torque distribution ratio of the inner steering wheels of the left front wheel and the right front wheel, and subtracting the front axle oversteering correction amount from the basic torque distribution ratio of the outer steering wheels of the left front wheel and the right front wheel; adding the rear axle oversteering correction amount to the basic torque distribution ratio of the inner steering wheels of the left rear wheel and the right rear wheel, and subtracting the rear axle oversteering correction amount from the basic torque distribution ratio of the outer steering wheels of the left rear wheel and the right rear wheel; adding half of the front and rear axle oversteering correction amounts to the basic torque distribution ratios of the left front wheel and the right front wheel respectively, and subtracting half of the front and rear axle oversteering correction amounts from the basic torque distribution ratios of the left rear wheel and the right rear wheel respectively.

[0031] According to one embodiment of the present invention, when the actual yaw rate is less than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth preset speed threshold, correcting the basic torque distribution ratio according to the steering correction amount includes: subtracting the front axle understeer correction amount from the basic torque distribution ratio of the inner steering wheel of the left front wheel and the right front wheel, and adding the front axle understeer correction amount to the basic torque distribution ratio of the outer steering wheel of the left front wheel and the right front wheel; subtracting the rear axle understeer correction amount from the basic torque distribution ratio of the inner steering wheel of the left rear wheel and the right rear wheel, and adding the rear axle understeer correction amount to the basic torque distribution ratio of the outer steering wheel of the left rear wheel and the right rear wheel; subtracting half of the front and rear axle understeer correction amounts from the basic torque distribution ratios of the left front wheel and the right front wheel respectively, and adding half of the front and rear axle understeer correction amounts to the basic torque distribution ratios of the left rear wheel and the right rear wheel respectively.

[0032] According to one embodiment of the present invention, when the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is less than or equal to a fourth preset speed threshold, the front axle oversteering correction, the rear axle oversteering correction, and the front and rear axle oversteering corrections are all determined to be zero; or when the actual yaw rate is less than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is less than or equal to a fifth preset speed threshold, the front axle understeering correction, the rear axle understeering correction, and the front and rear axle understeering corrections are all determined to be zero.

[0033] According to one embodiment of the present invention, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, wherein the axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle. The method further includes: determining that the torque vector control function of the vehicle is activated when the accelerator pedal is depressed (when the accelerator pedal is depressed) is greater than a first preset accelerator pedal depth change rate threshold, or when the accelerator pedal is released (when the accelerator pedal is released) is less than a second preset accelerator pedal depth change rate threshold; or determining that the torque vector control function of the vehicle is activated when the steering wheel angle change rate of the vehicle is greater than a preset steering wheel angle change rate threshold; or determining that the torque vector control function of the vehicle is activated when the lateral acceleration is greater than a preset lateral acceleration threshold. The torque vector control function is activated when: the wheel speed difference between the left front wheel and the right front wheel is greater than a first preset speed threshold; the wheel speed difference between the left rear wheel and the right rear wheel is greater than a second preset speed threshold; the axle speed difference between the front axle and the rear axle is greater than a third preset speed threshold; the difference between the actual yaw rate and the ideal yaw rate of the vehicle is greater than a fourth preset speed threshold; or the difference between the ideal yaw rate and the actual yaw rate of the vehicle is greater than a fifth preset speed threshold.

[0034] According to one embodiment of the present invention, the first preset accelerator pedal depth change rate threshold and the second preset accelerator pedal depth change rate threshold are determined based on the lateral acceleration of the vehicle, and the preset steering wheel angle change rate threshold, the preset lateral acceleration threshold, the first preset speed threshold, the second preset speed threshold, the third preset speed threshold, the fourth preset speed threshold and the fifth preset speed threshold are determined by the current speed of the vehicle.

[0035] According to one embodiment of the present invention, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, wherein the axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle. The method further includes: when the torque vector control function of the vehicle is not activated, determining the torque distribution ratio of the front axle and the rear axle according to the overall torque demand of the vehicle, distributing the torque distribution ratio corresponding to the front axle equally to the left front wheel and the right front wheel, and distributing the torque distribution ratio corresponding to the rear axle equally to the left rear wheel and the right rear wheel, thereby determining a second torque distribution ratio for the corresponding drive wheels; and determining a second allocated torque for the corresponding drive wheels according to the overall torque demand of the vehicle and the second torque distribution ratio of each drive wheel.

[0036] According to one embodiment of the present invention, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, wherein the axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle. The method further includes: when the rate of change of accelerator pedal depth when the accelerator pedal is depressed is less than or equal to a first preset accelerator pedal depth change rate threshold, or when the rate of change of accelerator pedal depth when the accelerator pedal is released is greater than or equal to a second preset accelerator pedal depth change rate threshold; and when the rate of change of steering wheel angle is less than or equal to a preset steering wheel angle change rate threshold; and when the accelerator pedal depth change rate is on the side... When the lateral acceleration is less than or equal to a preset lateral acceleration threshold, and when the wheel speed difference between the left front wheel and the right front wheel is less than or equal to a first preset speed threshold, and when the wheel speed difference between the left rear wheel and the right rear wheel is less than or equal to a second preset speed threshold, and when the axle speed difference between the front axle and the rear axle is less than or equal to a third preset speed threshold, and when the difference between the actual yaw rate and the ideal yaw rate of the vehicle is less than or equal to a fourth preset speed threshold, and when the difference between the ideal yaw rate and the actual yaw rate of the vehicle is less than or equal to a fifth preset speed threshold, it is determined that the torque vector control function of the vehicle is not activated.

[0037] According to the vehicle power control method of the present invention, when the torque vector control function of the vehicle is activated, a first torque distribution ratio of each drive wheel is determined based on the dynamic load of each drive wheel of the vehicle; a first distribution torque of the corresponding drive wheel is determined based on the overall vehicle torque requirement and the first torque distribution ratio of each drive wheel; wherein, when the corresponding drive wheel is driven according to the first distribution torque of each drive wheel and the steering wheel angle of the vehicle is a set angle, the area of ​​the mapping curve of the vehicle's turning radius and lateral acceleration is smaller than the area of ​​the mapping curve of the vehicle's turning radius and lateral acceleration when the torque vector control function is not activated, thereby extending the lateral acceleration range for stable steering without slippage when the vehicle's torque vector control function is activated, increasing the maximum speed limit for stable turning, achieving the highest speed under the same road conditions and curves, and the smallest turning radius at the same speed, ensuring vehicle stability during high-speed cornering, and protecting the user's property and personal safety.

[0038] To implement the above embodiments, a second aspect of the present invention provides a computer-readable storage medium storing a vehicle power control program thereon, which, when executed by a processor, implements the vehicle power control method according to the first aspect of the present invention.

[0039] To implement the above embodiments, a third aspect of the present invention provides a vehicle controller, including a memory, a processor, and a vehicle power control program stored in the memory and executable on the processor. When the processor executes the vehicle power control program, it implements the vehicle power control method according to the first aspect of the present invention.

[0040] To achieve the above embodiments, a fourth aspect of the present invention provides a vehicle power control device, comprising: a first determining module, configured to determine a first torque distribution ratio for each drive wheel based on the dynamic load of each drive wheel of the vehicle when the torque vector control function is activated; and a second determining module, configured to determine a first distributed torque for a corresponding drive wheel based on the overall vehicle torque requirement and the first torque distribution ratio of each drive wheel; wherein, when the corresponding drive wheel is driven according to the first distributed torque of each drive wheel and the steering wheel angle of the vehicle is a set angle, the mapping curve of the vehicle's turning radius and lateral acceleration is a first curve, and the integral of the first curve over a set lateral acceleration range is a first area; wherein, if the torque vector control function is not activated and the vehicle's steering wheel angle turns according to the set angle, the mapping curve of the vehicle's turning radius and lateral acceleration is a second curve, and the integral of the second curve over the set lateral acceleration range is a second area, and the first area is smaller than the second area.

[0041] To implement the above embodiments, a fifth aspect of the present invention provides a vehicle including a vehicle controller as described in the third aspect of the present invention.

[0042] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0043] Figure 1 This is a schematic flowchart of a vehicle power control method according to an embodiment of the present invention;

[0044] Figure 2 This is a mapping curve between lateral acceleration and turning radius according to a specific embodiment of the present invention;

[0045] Figure 3 This is a schematic flowchart of a vehicle power control method according to a first specific embodiment of the present invention;

[0046] Figure 4 This is a flowchart of a vehicle power control method according to a second specific embodiment of the present invention;

[0047] Figure 5 This is a flowchart of a vehicle power control method according to a third specific embodiment of the present invention;

[0048] Figure 6 This is a schematic diagram of the structure of a computer-readable storage medium according to an embodiment of the present invention;

[0049] Figure 7 This is a schematic diagram of the structure of a vehicle controller according to an embodiment of the present invention;

[0050] Figure 8 This is a schematic diagram of the structure of a vehicle power control device according to an embodiment of the present invention;

[0051] Figure 9 This is a structural schematic diagram of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0052] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0053] The following is a reference appendix. Figure 1-9This invention describes a vehicle power control method, apparatus, medium, vehicle controller, and vehicle according to embodiments of the present invention.

[0054] Figure 1 This is a flowchart of a vehicle power control method according to an embodiment of the present invention.

[0055] like Figure 1 As shown, the vehicle's power control method may include the following steps:

[0056] S110, if the torque vector control function is activated, determine the first torque distribution ratio of each drive wheel based on the dynamic load of each drive wheel of the vehicle.

[0057] S120 determines the first torque distribution of the corresponding drive wheels based on the vehicle's overall torque requirements and the first torque distribution ratio of each drive wheel.

[0058] It should be noted that the vehicle controller, as the central control unit of the vehicle, is the core of the entire control system. During vehicle operation, the vehicle controller can calculate the driving force or braking force required by the driver based on information such as the position of the accelerator pedal, gear position, and brake pedal position, and coordinate the movement of various power components to ensure the normal operation of the vehicle.

[0059] In some embodiments of this application, the vehicle controller can obtain the required torque of the vehicle by collecting the depth of the accelerator pedal during vehicle operation, and obtain wheel speed difference information and lateral dynamic information of each drive wheel through sensors. The wheel speed difference information represents the difference between the rotational speeds of each drive wheel, and the lateral dynamic information represents the longitudinal and lateral movement directions of the vehicle when turning, as well as the resulting yaw rate, etc.

[0060] In some embodiments of this application, when the vehicle's torque vectoring function is activated, the allocated torque for each drive wheel is determined as the first allocated torque based on the vehicle's required torque and a first torque allocation ratio. When the corresponding drive wheel is driven according to the first allocated torque for each drive wheel and the vehicle's steering wheel angle is a set angle, the mapping curve of the vehicle's turning radius and lateral acceleration is a first curve, and the integral of the first curve over the set lateral acceleration range is a first area; wherein, if the torque vectoring control function is not activated and the vehicle's steering wheel angle turns at the set angle, the mapping curve of the vehicle's turning radius and lateral acceleration is a second curve, and the integral of the second curve over the set lateral acceleration range is a second area; wherein, the first area is smaller than the second area.

[0061] Figure 2This is a graph mapping the vehicle's lateral acceleration and turning radius when the Torque Vector Control (TV) function is activated and deactivated. For example... Figure 2 As shown, under the same vehicle conditions, with the steering wheel angle fixed at a set angle, the vehicle was controlled to start and accelerate slowly and evenly. The lateral acceleration 'a' at different times was recorded when the TV was activated and deactivated. y And the turning radius R, thus obtaining as follows Figure 2 The curves showing the mapping between turning radius and lateral acceleration are the first curve and the second curve.

[0062] It should be noted that during a vehicle's turn, as lateral acceleration increases, the dynamic load on the inner wheel decreases while the dynamic load on the outer wheel increases. Since a wheel's traction is equal to the product of its dynamic load and the road surface adhesion coefficient, the traction of the inner wheel decreases while the traction of the outer wheel increases. Figure 2 As shown, for the second curve corresponding to when TV is not activated, when the lateral acceleration a y Less than a y At time 1, the curve is in a near-linear region. In this stage, although the adhesion of the driving wheels on the inside of the curve decreases due to the increase in lateral acceleration, it is still greater than the driving force, and no slippage occurs. Therefore, under the constraint of the steering wheel angle, the change in the turning radius is very small, or in other words, the relationship between lateral acceleration and turning radius is approximately linear. When the lateral acceleration is a... y 1~a y At time 2, the system is in the nonlinear region. In this stage, the adhesion of the drive wheels on the inside of the curve has decreased to less than the driving force, meaning slippage begins. Therefore, the turning radius is no longer constrained by the steering wheel angle and continues to increase with lateral acceleration, and this increase is significant and rapid. When the lateral acceleration exceeds a... y At 2 o'clock, the vehicle is in the out-of-control zone, at which point it can no longer turn normally.

[0063] In contrast, from Figure 2As can be seen, when the vehicle's torque vector control function is activated, the first area corresponding to the integral of the first curve over the preset acceleration range is smaller than the second area corresponding to the integral of the second curve over the preset acceleration range when the vehicle's torque vector control function is not activated. Those skilled in the art know that, theoretically, when the steering wheel angle is constant, there is a positive correlation between lateral acceleration and turning radius. This indicates that within the set lateral acceleration range, the second curve will first enter the nonlinear region where the turning radius increases significantly and rapidly. In other words, the first curve corresponding to the activation of torque vector control (TV) has a longer quasi-linear region, meaning that TV activation extends the... In this embodiment, the lateral acceleration range for stable steering without slippage is determined by the first torque distribution ratio of each drive wheel based on the dynamic load of each drive wheel when the torque vector control (TV) is activated. This means that the driving force is distributed according to the adhesion of each drive wheel. This avoids premature slippage of the inner wheel and excessive adhesion of the outer wheel, thereby significantly extending the near-linear zone and increasing the maximum speed for stable cornering. In other words, when the vehicle's torque vector control function is activated, the vehicle speed is the highest under the same road conditions and curves, and the turning radius is the smallest at the same speed. This ensures vehicle stability during high-speed cornering and protects the user's property and personal safety.

[0064] In some embodiments of this application, the steering wheel angle is set to less than 90°, and its actual value can be selected based on the experience of a technician or according to actual needs; the range of the lateral acceleration range can also be selected based on the experience of a technician or according to actual needs, and the present invention does not impose specific limitations on this.

[0065] In some embodiments of this application, for the same turning radius, the lateral acceleration corresponding to the first curve is greater than the lateral acceleration corresponding to the second curve.

[0066] Specifically, such as Figure 2 As shown, with the same turning radius, the lateral acceleration when the vehicle's torque vector control function is activated (TV activated) is greater than the lateral acceleration when the vehicle's torque vector control function is not activated (TV inactive), and this is determined by the turning radius R, vehicle speed v, and lateral acceleration a. y The relationship between a y =v 2 / R, with the same turning radius, the lateral acceleration is higher when TV is activated, and the corresponding vehicle speed is also higher, that is, the vehicle speed is higher in the same curve.

[0067] In some embodiments of this application, at the same vehicle speed, the turning radius corresponding to the first curve is smaller than the turning radius corresponding to the second curve.

[0068] Specifically, based on the turning radius R, vehicle speed v, and lateral acceleration a yThe relationship between R=v 2 / a y ,like Figure 2 As shown, with a fixed vehicle speed, the turning radius R and lateral acceleration a can be obtained. y The constant speed lines are inversely proportional to each other, and the turning radius corresponding to the intersection of the constant speed line and the first curve is smaller than the turning radius corresponding to the intersection of the constant speed line and the second curve. That is, the turning radius R corresponding to the vehicle's torque vector control function being activated (TV activated) is smaller than the turning radius R when the vehicle's torque vector control function is not activated (TV not activated). In other words, at the same vehicle speed, the turning radius after TV activation is smaller, which further improves the safety of the vehicle when entering a curve.

[0069] In some embodiments of this application, the length of the set lateral acceleration range is 30%-40% of the lower limit of the set lateral acceleration range.

[0070] It should be noted that setting the lateral acceleration range corresponds to the nonlinear region of the second curve, where the upper and lower limits of the nonlinear region of the second curve are taken as 'a'. y 1 and a y 2. The adjustment is related to the different vehicle settings and the road surface adhesion coefficient when recording the first curve and the second curve. It can be selected based on the experience of the technicians or according to actual needs. This invention does not impose specific limitations on this.

[0071] Furthermore, it can be understood that a lower limit 'a' is set for the lateral acceleration range. y 1 can correspond to the length of the quasi-linear region of the second curve, and set the upper limit 'a' of the lateral acceleration range. y 2 can be used to define the lateral acceleration interval (a) corresponding to the length of the quasi-linear region of the first curve. y 1, a y 2) The interval length can be a y 1% to 40%, that is, when TV is activated, it can extend the stable turning quasi-linear region of TV when TV is not activated by 30% to 40%.

[0072] Figure 3 This is a schematic flowchart of a vehicle power control method according to a first specific embodiment of the present invention.

[0073] like Figure 3 As shown, determining the first torque distribution ratio for each drive wheel based on the dynamic load of each drive wheel of the vehicle may include the following steps:

[0074] S310 determines the basic torque distribution ratio of each drive wheel based on the dynamic load of each drive wheel.

[0075] Optionally, after obtaining the dynamic load of each drive wheel of the vehicle, a first proportionality coefficient is determined for the dynamic load corresponding to each drive wheel relative to the total dynamic load, and this first proportionality coefficient is used as the basic torque distribution ratio. For example, if the total dynamic load of the vehicle is H, and the dynamic loads corresponding to each drive wheel are (h1, h2, ..., hi), the corresponding first proportionality coefficient is (h1 / H, h2 / H, ..., hi / H), where... n is the number of drive wheels of the vehicle, and this first proportional coefficient is used as the basic torque distribution ratio.

[0076] S320 determines the wheel speed correction amount for the torque distribution ratio of each drive wheel based on the vehicle's wheel speed difference information, and determines the steering correction amount for the torque distribution ratio of each drive wheel based on the vehicle's lateral dynamic information.

[0077] S330 adjusts the base torque distribution ratio based on wheel speed correction and / or steering correction to obtain the first torque distribution ratio for each drive wheel.

[0078] As an example, after determining the initial torque distribution ratio for each drive wheel, the total torque demand of the vehicle is distributed to each drive wheel according to the proportion of torque allocated to each drive wheel, so that the total torque demand of the vehicle remains unchanged, ensuring the vehicle's power and stability.

[0079] Understandably, after distributing drive torque according to the dynamic load of each drive wheel, the torque of the inner wheel decreases while the torque of the outer wheel increases, meaning the speed difference between the inner and outer wheels tends to increase. If the speed difference is too large, the slip ratio of the outer wheel will be too high, which can easily lead to longitudinal slippage and exacerbate tire wear. In this embodiment, after determining the basic torque distribution ratio for each drive wheel, the basic torque distribution ratio is adjusted according to the wheel speed correction, which can reduce tire wear. Secondly, after distributing drive torque according to the dynamic load, the torque of the inner wheel decreases while the torque of the outer wheel increases, meaning the vehicle will generate an additional yaw moment. Under the additional effect of this yaw moment, the vehicle's cornering characteristics may exhibit understeer or oversteer, thus affecting vehicle stability. After determining the basic torque distribution ratio for each drive wheel, the basic torque distribution ratio is adjusted according to the steering correction, thereby ensuring the vehicle's steering stability.

[0080] In some embodiments of this application, determining the basic torque distribution ratio of the corresponding drive wheel based on the dynamic load of each drive wheel may further include the following steps: determining the proportion of the dynamic load of each drive wheel to the total dynamic load as the basic torque distribution ratio of the corresponding drive wheel; wherein the sum of the dynamic loads of each drive wheel is equal to the total dynamic load.

[0081] Specifically, the dynamic load of each drive wheel is obtained separately, the dynamic loads of each drive wheel are added together to obtain the total dynamic load of the vehicle, and the basic torque distribution ratio is obtained based on the proportion of the dynamic load of each drive wheel to the total dynamic load.

[0082] For example, the dynamic load of the drive wheel can be determined by detecting the deformation measurement value of the tire, or by obtaining the pressure measurement value of the internal pressure of each tire, or by obtaining the driving power signal and acceleration value of each drive wheel and using a model to determine the dynamic load of the drive wheel.

[0083] As another example, the total dynamic load of the vehicle can be directly obtained by using the driving acceleration obtained from the vehicle chassis sensors, filtering the driving power signal to eliminate resistance interference, and then combining it with the dynamic model.

[0084] In some embodiments of this application, the dynamic load of each drive wheel is determined based on the total mass of the vehicle, the longitudinal acceleration of the vehicle, and the lateral acceleration of the vehicle.

[0085] For example, the dynamic load of each drive wheel in the vehicle can also be determined by acquiring the distance from the front and rear axles to the center of gravity, the height of the center of gravity, the wheelbase, the track width between the front and rear axles, the total mass, the longitudinal acceleration, and the lateral acceleration. The relevant parameters of the vehicle's center of gravity can be obtained by real-time measurement or by querying the relevant parameters of the vehicle.

[0086] In some embodiments of this application, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel, with the axes of the left and right front wheels forming the front axle of the vehicle, and the axes of the left and right rear wheels forming the rear axle of the vehicle; the dynamic load of each drive wheel is calculated according to the following formula:

[0087]

[0088] Among them, F Z11,D F Z12,D F Z21,D F Z22,D Let be the dynamic loads of the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively; m be the total mass of the vehicle; a and b be the distances from the front axle to the center of mass and from the rear axle to the center of mass, respectively; and h be the dynamic loads of the left front wheel, right front wheel, left rear wheel, and right rear wheel, respectively. g L is the height of the vehicle's center of gravity, and L is the vehicle's wheelbase. f L is the track width between the left and right front wheels. r The distance between the left and right rear wheels is the track width, g is the acceleration due to gravity, and a is the acceleration due to gravity. x Let a be the longitudinal acceleration of the vehicle. y This refers to the vehicle's lateral acceleration.

[0089] It should be noted that, in this embodiment, the drive wheels are exemplarily shown to include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. For some large vehicles, the drive wheels may include more wheels, but the present invention does not impose any specific limitations on this.

[0090] It is understandable that the dynamic loads on the four drive wheels of the vehicle are as shown in the above formula, where the relationship between vehicle speed and lateral acceleration is: a y =v 2 / R, where R is the turning radius. Assuming the vehicle is turning left, the left front and left rear wheels are the inner wheels, and the right front and right rear wheels are the outer wheels. During the recording of the first and second curves, the longitudinal acceleration a is increased because the vehicle is accelerated slowly and uniformly. x It can be ignored. Since the turning radius changes little when there is no slippage, the lateral acceleration increases with the increase of vehicle speed. Therefore, the dynamic load of the two left wheels will decrease and the dynamic load of the two right wheels will increase. Since the adhesion of a wheel is equal to the product of its dynamic load and the road adhesion coefficient, the adhesion of the two left wheels will also decrease and the adhesion of the two right wheels will also increase. When the driving force generated by the driving torque on the wheel is greater than the adhesion of the wheel, the wheel will slip laterally.

[0091] When the vehicle's torque vectoring control function is not activated, the driving torque is evenly distributed between the left and right wheels. Therefore, as lateral acceleration increases, a situation arises where "the traction of the inner wheel < the evenly distributed driving force < the traction of the outer wheel." In other words, the inner wheel may slip, and the outer wheel may have low traction utilization. Figure 2 The second curve in the diagram will transition from the near-linear region to the nonlinear region when the lateral acceleration is small, reducing vehicle stability. However, when the vehicle's torque vectoring control function is activated, the first torque distribution ratio for each drive wheel is determined based on the dynamic load of each drive wheel. In other words, the driving force is distributed according to the adhesion capability of each drive wheel. This avoids premature slippage of the inner wheels and excessive adhesion of the outer wheels, thereby significantly extending the near-linear region and increasing the maximum speed for stable cornering.

[0092] In some embodiments of this application, the correction of the base torque distribution ratio based on wheel speed correction and steering correction may further include: determining a first intermediate torque distribution ratio based on wheel speed correction and base torque distribution ratio, and determining a first torque distribution ratio based on steering correction and first intermediate torque distribution ratio; or determining a second intermediate torque distribution ratio based on steering correction and base torque distribution ratio, and determining a first torque distribution ratio based on wheel speed correction and second intermediate torque distribution ratio.

[0093] It is understandable that, based on the basic torque distribution ratio of the vehicle's drive wheels, the torque distribution ratio of each drive wheel can be adjusted first according to the wheel speed correction, and then further adjusted according to the steering correction. Alternatively, based on the vehicle's basic torque distribution, the torque distribution of each drive wheel can be adjusted first according to the steering correction, and then further adjusted according to the wheel speed correction. It should be noted that the order in which the torque distribution of the drive wheels is adjusted according to wheel speed correction and steering correction can be performed as needed or in a specified order, and this invention does not impose specific limitations on this.

[0094] In some embodiments of this application, when correcting the base torque distribution ratio based on wheel speed correction or steering correction, if the vehicle's steering correction sub-function is activated, a first torque distribution ratio is determined based on the steering correction and the base torque distribution ratio; if the vehicle's steering correction sub-function is not activated but the vehicle's wheel speed correction sub-function is activated, the first torque distribution ratio is determined based on the wheel speed correction and the base torque distribution ratio; if neither the vehicle's steering correction sub-function nor the vehicle's wheel speed correction sub-function is activated, the base torque distribution ratio is used as the first torque distribution ratio. That is, under different conditions, the first torque distribution ratio can be obtained by correcting only one of the wheel speed correction and steering correction based on the base torque distribution ratio, or the base torque distribution ratio can be directly used as the first torque distribution ratio. Specifically, when the steering correction sub-function is activated, the base torque distribution ratio is adjusted according to the steering correction amount, which has the highest correction priority, meaning that the vehicle's steering stability is guaranteed first. When the vehicle's steering correction sub-function is not activated, but the wheel speed correction sub-function is activated, the base torque distribution ratio is then adjusted according to the wheel speed correction amount, meaning that the vehicle's steering stability is guaranteed before considering reducing wheel wear. When neither the vehicle's steering correction sub-function nor the wheel speed correction sub-function is activated, there is no need to adjust the base torque distribution ratio, thereby maximizing the extension of the quasi-linear region of the first curve and maximizing the maximum speed for stable cornering.

[0095] For example, activation conditions can be set for wheel speed correction sub-function and steering correction sub-function. When the activation conditions are met, the corresponding correction sub-function is activated. The activation state of wheel speed correction sub-function and steering correction sub-function can also be specified according to actual needs.

[0096] It is understood that in some embodiments of this application, the correction of the basic torque distribution ratio based on the wheel speed correction sub-function and the steering correction sub-function can be decided independently and in parallel, with the torque distribution correction of the steering correction sub-function having a higher priority than that of the wheel speed correction sub-function. Specifically, when both the wheel speed correction sub-function and the steering correction sub-function are active, or when the wheel speed correction sub-function is inactive and the steering correction sub-function is active, the torque distribution ratio of the drive wheels is adjusted based on the basic torque distribution and the steering correction amount. When the wheel speed correction sub-function is active and the steering correction sub-function is inactive, the torque distribution ratio of the drive wheels is adjusted based on the basic torque distribution and the wheel speed correction amount. When both the wheel speed correction sub-function and the steering correction sub-function are inactive, the basic torque distribution is used as the final torque demand distribution ratio for each drive wheel.

[0097] In some embodiments of this application, the wheel speed difference information may include a first wheel speed difference between the left front wheel and the right front wheel of the vehicle, a second wheel speed difference between the left rear wheel and the right rear wheel of the vehicle, and an axle speed difference between the front axle and the rear axle. Specifically, when the first wheel speed difference is greater than a first preset speed threshold, it is determined that the vehicle's wheel speed correction sub-function is activated; or when the second wheel speed difference is greater than a second preset speed threshold, it is determined that the vehicle's wheel speed correction sub-function is activated; or when the axle speed difference is greater than a third preset speed threshold, it is determined that the vehicle's wheel speed correction sub-function is activated.

[0098] Specifically, the system determines whether the left and right front wheels require correction based on the first wheel speed difference between the left and right front wheels, the second wheel speed difference between the left and right rear wheels, and the axle speed difference between the front and rear axles. Wheel speed correction is activated when the first wheel speed difference exceeds a first preset speed threshold, the second wheel speed difference exceeds a second preset speed threshold, or the axle speed difference exceeds a third preset speed threshold. In other words, the wheel speed correction sub-function is activated when any one of these conditions is met.

[0099] In some embodiments of this application, lateral dynamic information can be determined based on the relationship between the vehicle's actual yaw rate and the ideal yaw rate. The method further includes: determining that the vehicle's steering correction sub-function is activated when the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth preset speed threshold; or determining that the vehicle's steering correction sub-function is activated when the actual yaw rate is less than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth preset speed threshold.

[0100] Understandably, when the difference between the vehicle's actual yaw rate and the ideal yaw rate exceeds a certain threshold, it indicates that the vehicle is understeering or oversteering, requiring correction of the vehicle's attitude. In this case, the vehicle's steering correction sub-function is activated.

[0101] In some embodiments of this application, the activation of the vehicle's wheel speed correction sub-function is determined by the vehicle's wheel speed difference information, and the activation of the vehicle's steering correction sub-function is determined by the relationship between the vehicle's actual yaw rate and ideal yaw rate. This method is simple and reliable, and can respond promptly when the vehicle needs torque vector correction, ensuring driving safety and improving user experience.

[0102] In some embodiments of this application, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. The axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle. The wheel speed difference information includes a first wheel speed difference between the left front wheel and the right front wheel, a second wheel speed difference between the left rear wheel and the right rear wheel, and an axle speed difference between the front axle and the rear axle.

[0103] It should be noted that the front axle speed is the average of the wheel speeds of the left and right front wheels, and the rear axle speed is the average of the wheel speeds of the left and right rear wheels. The wheel speed correction amount used to determine the torque distribution ratio of each drive wheel based on the wheel speed difference information can include:

[0104] The first correction amount for the left and right front wheels is determined based on the first wheel speed difference, the second correction amount for the left and right rear wheels is determined based on the second wheel speed difference, and the third correction amount for the front and rear axles is determined based on the axle speed difference.

[0105] In some embodiments of this application, the wheel speed of the drive wheel can be the rotational speed of the drive wheel, or it can be the speed converted from the rotational speed of the drive wheel to the initial speed of the center of mass, wherein the conversion formula is as follows:

[0106]

[0107] Where, ν COG_F1,F2 ν is the speed of the front wheel corrected to the speed of the center of gravity. COG_R1,R2 To correct the rear wheel speed to the speed of the center of gravity, L is the yaw rate of the vehicle. r and L f These represent the track width between the left and right front wheels, and the track width between the left and right rear wheels, respectively. δ 1，2 The turning angles of the left and right front wheels.

[0108] In some embodiments of this application, the wheel speed correction amounts for the left front wheel and right front wheel of the vehicle are determined based on a first correction amount and a third correction amount, and the wheel speed correction amounts for the left rear wheel and right rear wheel of the vehicle are determined based on a second correction amount and a third correction amount.

[0109] It is understandable that the axis of the left and right front wheels is the front axle of the vehicle, and the axis of the left and right rear wheels is the rear axle of the vehicle. The third correction amount represents the correction amount for the front and rear axles of the vehicle. Therefore, when correcting the front wheels, the correction is based on the first and third correction amounts, and when correcting the rear wheels, the correction is based on the second and third correction amounts.

[0110] In some embodiments of this application, determining the first correction amount for the left front wheel and the right front wheel based on the first wheel speed difference may include: when the first wheel speed difference is greater than a first preset speed threshold, determining the first correction amount for the left front wheel and the right front wheel of the vehicle based on the first wheel speed difference and the rate of change of the first wheel speed difference; and / or determining the second correction amount for the left rear wheel and the right rear wheel of the vehicle based on the second wheel speed difference may include: when the second wheel speed difference is greater than a second preset speed threshold, determining the second correction amount for the left rear wheel and the right rear wheel of the vehicle based on the second wheel speed difference and the rate of change of the second wheel speed difference; and / or determining the third correction amount for the front axle and the rear axle of the vehicle based on the axle speed difference may include: when the axle speed difference is greater than a third preset speed threshold, determining the third correction amount for the front axle and the rear axle of the vehicle based on the axle speed difference and the rate of change of the axle speed difference.

[0111] In some embodiments of this application, when the first wheel speed difference is greater than a first preset speed threshold, a first correction amount can be determined by querying a preset relationship table of first wheel speed difference - front wheel correction amount based on the first wheel speed difference and the rate of change of the first wheel speed difference; when the second wheel speed difference is greater than a second preset speed threshold, a second correction amount can be determined by querying a preset relationship table of second wheel speed difference - rear wheel correction amount based on the second wheel speed difference and the rate of change of the second wheel speed difference; and when the axle speed difference is greater than a third preset speed threshold, a third correction amount can be determined by querying a preset relationship table of axle speed difference - front and rear axle correction amounts based on the axle speed difference and the rate of change of the axle speed difference.

[0112] It should be noted that the adjustment of the torque distribution ratio of the drive wheels based on the first, second, and third correction values ​​can be performed independently. For example, when the speed difference of the first wheel is greater than the first preset speed threshold, the speed difference of the second wheel is less than the second preset speed threshold, and the axle speed difference is less than the third preset speed threshold, only the first correction value is calculated, and the front wheels of the vehicle are corrected only based on the first correction value.

[0113] In some embodiments of this application, correcting the base torque distribution ratio based on wheel speed correction may include: subtracting a first correction amount from the base torque distribution ratio corresponding to the larger wheel speed of the left front wheel and the right front wheel, and adding the first correction amount to the base torque distribution ratio corresponding to the smaller wheel speed of the left front wheel and the right front wheel; and / or subtracting a second correction amount from the base torque distribution ratio corresponding to the larger wheel speed of the left rear wheel and the right rear wheel, and adding the second correction amount to the base torque distribution ratio corresponding to the smaller wheel speed of the left rear wheel and the right rear wheel; and / or subtracting half of a third correction amount from the base torque distribution ratio of each of the two drive wheels corresponding to the larger axle speed of the front axle and the rear axle, and adding half of the third correction amount to the base torque distribution ratio of each of the two drive wheels corresponding to the smaller axle speed of the front axle and the rear axle.

[0114] For example, based on the basic torque distribution ratio of the corresponding drive wheels, the torque distribution ratio of all four drive wheels is calculated to be 0.25, resulting in a first correction amount of Δx1. If the wheel speed of the left front wheel is greater than that of the right front wheel, the torque distribution ratio of the left front wheel is adjusted to 0.25 - Δx1, and the torque distribution ratio of the right front wheel is adjusted to 0.25 + Δx1. If the wheel speed of the left front wheel is less than that of the right front wheel, the torque distribution ratio of the left front wheel is adjusted to 0.25 + Δx1, and the torque distribution ratio of the right front wheel is adjusted to 0.25 - Δx1. If based on the basic torque of the corresponding drive wheels... The calculated torque distribution ratio for all four drive wheels is 0.25. The resulting second correction is Δx2. If the left rear wheel's speed is greater than the right rear wheel's, the torque distribution ratio for the left rear wheel is adjusted to 0.25 - Δx2, and the right rear wheel's to 0.25 + Δx2. Conversely, if the left rear wheel's speed is less than the right rear wheel's, the left rear wheel's to 0.25 + Δx2, and the right rear wheel's to 0.25 - Δx2. If, after adjusting according to the first correction, the torque distribution ratio for the vehicle's left front wheel is 0.25 - Δx2... The torque distribution ratio for the right front wheel is calculated as x1, resulting in 0.25 + Δx1. After adjustment based on the second correction, the torque distribution ratio for the left rear wheel is 0.25 + Δx2, and the torque distribution ratio for the right rear wheel is 0.25 - Δx2. The third correction is calculated as Δx3. If the front axle speed is greater than the rear axle speed, the torque distribution ratio for the left front wheel is adjusted to 0.25 - Δx1 - 0.5Δx3, the torque distribution ratio for the right front wheel is adjusted to 0.25 + Δx1 - 0.5Δx3, and the torque distribution ratio for the left rear wheel is adjusted to 0.25. The torque distribution ratio of the right rear wheel is adjusted to 0.25-△x2+0.5△x3, where △x2 is the maximum torque distribution ratio of the front wheel and △x3 is the minimum torque distribution ratio of the rear wheel. If the front axle wheel speed is less than the rear axle wheel speed, the torque distribution ratio of the left front wheel is adjusted to 0.25-△x1+0.5△x3, the right front wheel to 0.25+△x1+0.5△x3, the left rear wheel to 0.25+△x2-0.5△x3, and the right rear wheel to 0.25-△x2-0.5△x3, thus achieving torque distribution while meeting the overall vehicle torque requirements.

[0115] In some embodiments of this application, the wheel speeds of the four drive wheels of the vehicle are obtained, and the wheel speed differences between the wheels are calculated. Specifically, the wheel speed differences between the left and right front wheels, the left and right rear wheels, and the axle speed differences between the front axle containing the left and right front wheels and the rear axle containing the left and right rear wheels are calculated. The basic torque distribution ratio of the vehicle is corrected based on the wheel speed differences and axle speed differences. This approach considers vehicle safety during driving and reduces tire wear, increasing tire lifespan. Furthermore, this method of correcting the basic torque distribution ratio based on wheel speed differences and axle speed differences is simple and reliable. When the wheel speed difference or axle speed difference between the drive wheels exceeds a preset threshold, it can respond promptly, ensuring driving safety and improving user experience. It is understood that in this embodiment of the invention, by distributing driving torque according to the dynamic load of each drive wheel, the driving force is actually distributed according to the adhesion capacity of each wheel. This avoids premature slippage of the inner wheels and excessive adhesion of the outer wheels, thereby significantly extending the near-linear zone and increasing the maximum speed for stable cornering. After the driving torque is distributed according to the dynamic load, the torque of the inner wheel decreases and the torque of the outer wheel increases. That is, the axle speed difference between the inner and outer wheels tends to increase. If the axle speed difference is too large, the slip ratio of the outer wheel is too high, which can easily cause longitudinal slippage and aggravate tire wear. In this embodiment, after the basic distribution is completed, the distribution ratio is corrected according to the axle speed difference to reduce tire wear.

[0116] In some embodiments of this application, when the first wheel speed difference is less than or equal to a first preset speed threshold, the first correction amount is determined to be zero; and / or when the second wheel speed difference is less than or equal to a second preset speed threshold, the second correction amount is determined to be zero; and / or when the shaft speed difference is less than or equal to a third preset speed threshold, the third correction amount is determined to be zero.

[0117] It is understandable that when the speed difference of the first wheel, the speed difference of the second wheel, or the axle speed difference is small, the corresponding correction amount is zero, and when the correction amount is zero, it means that the corresponding drive wheel of the vehicle does not need to be corrected for speed.

[0118] In some embodiments of this application, lateral dynamic information is determined based on the relationship between the vehicle’s actual yaw rate and the ideal yaw rate.

[0119] In some embodiments of this application, the difference between the actual yaw rate and the ideal yaw rate is calculated to determine whether the vehicle is oversteering or understeering, thereby further determining the vehicle's lateral dynamic information.

[0120] Understandably, the ideal yaw rate indicates a good linear correspondence between the steering wheel angle and the vehicle's actual turning angle when the vehicle is turning according to that yaw rate. When the vehicle oversteers, the actual turning angle is greater than the vehicle turning angle corresponding to the steering wheel angle; when the vehicle understeers, the actual turning angle is less than the vehicle turning angle corresponding to the steering wheel angle. The lateral dynamics of the vehicle can be determined by obtaining the relationship between the actual yaw rate and the ideal yaw rate.

[0121] In some embodiments of this application, the ideal yaw rate can be determined based on the vehicle speed, the vehicle wheelbase, and the front wheel steering angle of the vehicle in a two-degree-of-freedom model.

[0122] For example, the angular velocity of the ideal pendulum angle can be calculated using the following formula:

[0123]

[0124] in, Let ν be the ideal yaw rate, L be the vehicle speed, and K be the vehicle wheelbase. The stability factor can be obtained experimentally. δ f The front wheel steering angle is given by the two-degree-of-freedom model.

[0125] In some embodiments of this application, the drive wheels may include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. The axis of the left and right front wheels is the front axle of the vehicle, and the axis of the left and right rear wheels is the rear axle of the vehicle. The steering correction amount for determining the torque distribution ratio of each drive wheel based on lateral dynamic information includes: when the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth preset speed threshold, determining the front axle oversteering correction amount, the rear axle oversteering correction amount, and the front and rear axle oversteering correction amount based on the difference between the actual yaw rate and the ideal yaw rate; or when the actual yaw rate is less than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth preset speed threshold, determining the front axle understeering correction amount, the rear axle understeering correction amount, and the front and rear axle understeering correction amount based on the difference between the ideal yaw rate and the actual yaw rate.

[0126] Specifically, the difference between the vehicle's actual yaw rate and the ideal yaw rate is determined. When the difference exceeds the corresponding preset speed threshold, it indicates that the vehicle is understeering or oversteering, and the torque of the vehicle's front and rear axles needs to be further corrected. The correction amount can be determined based on the difference between the actual yaw rate and the ideal yaw rate.

[0127] In some embodiments of this application, when the actual yaw rate is greater than the ideal yaw rate, and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth preset speed threshold, it indicates that the vehicle is oversteering. The front axle oversteering correction, the rear axle oversteering correction, and the front and rear axle oversteering correction are calculated based on this difference. When the actual yaw rate is less than the ideal yaw rate, and the difference between the actual yaw rate and the ideal yaw rate is greater than a fifth preset speed threshold, it indicates that the vehicle is understeering. The front axle understeering correction, the rear axle understeering correction, and the front and rear axle understeering correction are calculated based on this difference.

[0128] In some embodiments of this application, the oversteer correction amount and understeer correction amount can be obtained by looking up tables. By inputting the difference between the actual yaw rate and the ideal yaw rate, the corresponding front axle oversteer correction amount, rear axle oversteer correction amount, and front and rear axle oversteer correction amount can be found from the corresponding yaw rate difference - oversteer amount preset relationship table, or the corresponding front axle understeer correction amount, rear axle understeer correction amount, and front and rear axle understeer correction amount can be found from the corresponding yaw rate difference - understeer amount preset relationship table.

[0129] In some embodiments of this application, when the actual yaw rate is greater than the ideal yaw rate, and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth preset speed threshold, the basic torque distribution ratio is corrected according to the steering correction amount. This includes: adding the front axle oversteering correction amount to the basic torque distribution ratio of the inner steering wheel between the left and right front wheels, and subtracting the front axle oversteering correction amount from the basic torque distribution ratio of the outer steering wheel between the left and right front wheels; adding the rear axle oversteering correction amount to the basic torque distribution ratio of the inner steering wheel between the left and right rear wheels, and subtracting the rear axle oversteering correction amount from the basic torque distribution ratio of the outer steering wheel between the left and right rear wheels; adding half of the front and rear axle oversteering correction amounts to the basic torque distribution ratios of the left and right front wheels respectively, and subtracting half of the front and rear axle oversteering correction amounts from the basic torque distribution ratios of the left and right rear wheels respectively.

[0130] By obtaining the relationship between the actual yaw rate and the ideal yaw rate of the vehicle, the oversteer correction amounts for the front and rear axles are determined. These correction amounts are then used to adjust the torque distribution ratios of the left front wheel, right front wheel, left rear wheel, and right rear wheel. This approach fully considers corrections across multiple dimensions of the four wheels, improving vehicle stability during cornering. In the event of understeer or oversteer, the system can respond promptly and adjust the torque distribution ratios of the wheels based on the correction amounts, ensuring safety when entering corners.

[0131] For example, the vehicle's current base torque distribution ratio is [0.25 (left front wheel), 0.25 (right front wheel), 0.25 (left rear wheel), 0.25 (right rear wheel)]. When the actual yaw rate is greater than the ideal yaw rate, the difference between the actual and ideal yaw rates is input. The corresponding front axle oversteer correction, rear axle oversteer correction, and front and rear axle oversteer corrections are obtained from a table as Δy1, Δy2, and Δy3, respectively. If the vehicle is currently making a left turn, the left front and left rear wheels are the inner wheels, and the right front and right rear wheels are the outer wheels. At this time, the left... The torque distribution ratio of the front wheels is adjusted to 0.25+△y1+0.5△y3, the torque distribution ratio of the right front wheel is adjusted to 0.25-△y1+0.5△y3, the torque distribution ratio of the left rear wheel is adjusted to 0.25+△y1-0.5△y3, and the torque distribution ratio of the right rear wheel is adjusted to 0.25-△y1-0.5△y3. After the final adjustment, the distribution ratio of each drive wheel is [0.25+△y1+△y3 / 2, 0.25-△y1+0.5△y3, 0.25+△y1-0.5△y3, 0.25-△y1-0.5△y3].

[0132] In some embodiments of this application, when the actual yaw rate is less than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth preset speed threshold, correcting the base torque distribution ratio based on the steering correction amount may further include: subtracting the front axle understeer correction amount from the base torque distribution ratio of the inner steering wheels of the left and right front wheels of the vehicle, and adding the front axle understeer correction amount to the base torque distribution ratio of the outer steering wheels of the left and right front wheels of the vehicle; subtracting the rear axle understeer correction amount from the base torque distribution ratio of the inner steering wheels of the left and right rear wheels of the vehicle, and adding the rear axle understeer correction amount to the base torque distribution ratio of the outer steering wheels of the left and right rear wheels of the vehicle; subtracting half of the front and rear axle understeer correction amounts from the base torque distribution ratios of the left and right front wheels respectively, and adding half of the front and rear axle understeer correction amounts to the base torque distribution ratios of the left and right rear wheels respectively.

[0133] For example, the vehicle's current base torque distribution ratio is [0.25 (left front wheel), 0.25 (right front wheel), 0.25 (left rear wheel), 0.25 (right rear wheel)]. When the actual yaw rate is less than the ideal yaw rate, the difference between the actual yaw rate and the ideal yaw rate is input. The corresponding understeer correction values ​​for the front axle, rear axle, and both axles are obtained by looking up a table: △s1, △s2, and △s3, respectively. If the vehicle is currently making a left turn, the left front and left rear wheels are the inner wheels, and the right front and right rear wheels are the outer wheels. At this time, the left front... The torque distribution ratio of the first wheel is adjusted to 0.25-△s1-0.5△s3, the torque distribution ratio of the right front wheel is adjusted to 0.25+△s1-0.5△s3, the torque distribution ratio of the left rear wheel is adjusted to 0.25-△s1+0.5△s3, and the torque distribution ratio of the right rear wheel is adjusted to 0.25-△s1+0.5△s3. After the final adjustment, the torque distribution ratio of each drive wheel is [0.25-△s1-0.5△s3, 0.25+△s1-0.5△s3, 0.25-△s1+0.5△s3, 0.25+△s1+0.5△s3].

[0134] According to the embodiments provided in this application, after the driving torque is distributed according to the dynamic load, the torque of the inner wheel decreases and the torque of the outer wheel increases. That is, the whole vehicle will generate an additional yaw moment. Under the additional effect of this yaw moment, the turning characteristics of the vehicle may be understeer or oversteer, thereby affecting the vehicle stability. Therefore, in the embodiments of the present invention, after the basic distribution is completed, the distribution ratio is corrected according to the difference between the actual yaw rate and the ideal yaw rate, so as to ensure the stability of the vehicle.

[0135] In some embodiments of this application, when the actual yaw rate is greater than the ideal yaw rate and the difference between the actual yaw rate and the ideal yaw rate is less than or equal to a fourth preset speed threshold, the front axle oversteering correction, rear axle oversteering correction, and front and rear axle oversteering correction of the vehicle are determined to be zero; or when the actual yaw rate is less than the ideal yaw rate and the difference between the ideal yaw rate and the actual yaw rate is less than or equal to a fifth preset speed threshold, the front axle understeering correction, rear axle understeering correction, and front and rear axle understeering correction of the vehicle are determined to be zero.

[0136] In some embodiments of this application, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. The axis of the left and right front wheels forms the front axle of the vehicle, and the axis of the left and right rear wheels forms the rear axle. The method further includes: determining that the vehicle's torque vector control function is activated when the accelerator pedal depth change rate is greater than a first preset accelerator pedal depth change rate threshold when the accelerator pedal is depressed, or when the accelerator pedal depth change rate is less than a second preset accelerator pedal depth change rate threshold when the accelerator pedal is released; or determining that the vehicle's torque vector control function is activated when the vehicle's steering wheel angle change rate is greater than a preset steering wheel angle change rate threshold; or determining that the vehicle's torque vector control function is activated when the lateral acceleration is greater than a preset lateral acceleration threshold. The torque vector control function is activated when: the wheel speed difference between the left and right front wheels is greater than a first preset speed threshold; the wheel speed difference between the left and right rear wheels is greater than a second preset speed threshold; the axle speed difference between the front and rear axles is greater than a third preset speed threshold; the difference between the actual and ideal yaw rates is greater than a fourth preset speed threshold; or the difference between the ideal and actual yaw rates is greater than a fifth preset speed threshold.

[0137] In other words, when one of the vehicle's acceleration, deceleration, or steering demands is at a high level, the torque vector control function is activated, achieving precise control by "activating the torque vector control function when needed and not activating it when not needed."

[0138] In some embodiments of this application, the first preset accelerator pedal change rate depth threshold and the second preset accelerator pedal depth change rate threshold are determined based on the vehicle's lateral acceleration, and the preset steering wheel angle change rate threshold, the preset lateral acceleration threshold, the first preset speed threshold, the second preset speed threshold, the third preset speed threshold, the fourth preset speed threshold, and the fifth preset speed threshold are determined based on the vehicle's current speed.

[0139] In some embodiments of this application, the first preset accelerator pedal depth change rate threshold is determined by querying the lateral acceleration-accelerator pedal depth change rate preset relationship table based on the vehicle's lateral acceleration; the second preset accelerator pedal depth change rate threshold is determined by querying the lateral acceleration-accelerator pedal release depth change rate preset relationship table based on the vehicle's lateral acceleration; the first preset speed threshold is determined by querying the vehicle speed-first speed preset relationship table based on the vehicle's current speed; the second preset speed threshold is determined by querying the vehicle speed-second speed preset relationship table based on the vehicle's current speed; the third preset speed threshold is determined by querying the vehicle speed-third speed preset relationship table based on the vehicle's current speed; the fourth preset speed threshold is determined by querying the vehicle speed-fourth speed preset relationship table based on the vehicle's current speed; and the fifth preset speed threshold is determined by querying the vehicle speed-fifth speed preset relationship table based on the vehicle's current speed.

[0140] It should be noted that the preset relationship tables for lateral acceleration-accelerator pedal depth change rate, lateral acceleration-accelerator pedal release depth change rate, vehicle speed-first speed, vehicle speed-second speed, vehicle speed-third speed, vehicle speed-fourth speed, and vehicle speed-fifth speed can be set according to actual needs, or can be set according to the experience values ​​of technicians, or obtained through experiments on the vehicle. This invention does not impose any specific limitations on these settings.

[0141] In some embodiments of this application, the base torque distribution ratio can be corrected based on wheel speed correction and steering correction to obtain a first torque distribution ratio for each drive wheel. The specific process is as follows: Figure 4 As shown: First, the basic torque distribution ratio of the corresponding drive wheel is calculated according to step S501. Then, the process of correcting the basic torque distribution ratio according to the wheel speed correction amount is completed according to steps S502 to S508. Steps S502, S503, and S504 can be executed independently or in parallel. Based on step S508, the process of correcting according to the steering correction amount is completed according to steps S509 to S514. Steps S510 and S511 are selected to be executed according to the judgment conditions. Finally, the first torque distribution ratio of each drive wheel is obtained.

[0142] In some embodiments of this application, the base torque distribution ratio can be corrected based on wheel speed correction or steering correction to obtain a first torque distribution ratio for each drive wheel. The specific process is as follows: Figure 5As shown: First, the basic torque distribution ratio of the corresponding drive wheels is calculated according to step S601. Based on step S601, steps S602 to S608 complete the process of correcting the basic torque distribution ratio according to the wheel speed correction amount. Steps S602, S603, and S604 can be executed independently or in parallel. Alternatively, based on step S601, steps S611 to S616 complete the process of correcting the basic torque distribution ratio according to the steering correction amount. Steps S612 and S613 are selected for execution based on the judgment conditions. The wheel speed correction sub-function and the steering correction sub-function can be decided independently and in parallel, with the torque distribution correction based on the steering correction sub-function having a higher priority than the torque distribution correction based on the wheel speed correction sub-function. Specifically, when both the wheel speed correction sub-function and the steering correction sub-function are active, or when the wheel speed correction sub-function is inactive but the steering correction sub-function is active, the final torque demand allocation for each drive wheel is completed according to steps S601 and S611-S618; when the wheel speed correction sub-function is active and the steering correction sub-function is inactive, the final torque demand allocation for each drive wheel is completed according to steps S601-S610; when both the wheel speed correction sub-function and the steering correction sub-function are inactive, step S619 is executed to perform the final torque demand allocation for each drive wheel based on the basic torque allocation ratio in step S601.

[0143] In some embodiments of this application, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. The axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle. The method further includes: when the torque vector control function is not activated, determining the torque distribution ratio between the front and rear axles based on the vehicle's overall torque requirement; evenly distributing the torque distribution ratio corresponding to the front axle to the left and right front wheels; and evenly distributing the torque distribution ratio corresponding to the rear axle to the left and right rear wheels to determine the second torque distribution ratio for each drive wheel; and determining the second allocated torque for each drive wheel based on the vehicle's overall torque requirement and the second torque distribution ratio for each drive wheel.

[0144] In some embodiments of this application, the torque distribution ratio between the front axle and the rear axle is determined by consulting an economic torque distribution table based on the vehicle's overall torque demand, thereby obtaining the most efficient torque distribution method between the front axle and the rear axle.

[0145] In some embodiments of this application, the drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. The axes of the left and right front wheels form the front axle of the vehicle, and the axes of the left and right rear wheels form the rear axle. The driving wheels are positioned such that: when the accelerator pedal is depressed, the rate of change of accelerator pedal depth is less than or equal to a first preset accelerator pedal depth change rate threshold; or when the accelerator pedal is released, the rate of change of accelerator pedal depth is greater than or equal to a second preset accelerator pedal depth change rate threshold; and when the rate of change of the vehicle's steering wheel angle is less than or equal to a preset steering wheel angle change rate threshold; and when the lateral acceleration is less than or equal to a certain threshold. When the vehicle's torque vector control function is not activated, the following conditions are met: when the lateral acceleration threshold is reached; when the wheel speed difference between the left and right front wheels is less than or equal to the first preset speed threshold; when the wheel speed difference between the left and right rear wheels is less than or equal to the second preset speed threshold; when the axle speed difference between the front and rear axles is less than or equal to the third preset speed threshold; when the difference between the vehicle's actual yaw rate and ideal yaw rate is less than or equal to the fourth preset speed threshold; and when the difference between the vehicle's ideal yaw rate and actual yaw rate is less than or equal to the fifth preset speed threshold.

[0146] According to the vehicle power control method of the present invention, when the torque vector control function of the vehicle is activated, a first torque distribution ratio of each drive wheel is determined based on the dynamic load of each drive wheel; a first distribution torque of the corresponding drive wheel is determined based on the overall vehicle torque requirement and the first torque distribution ratio of each drive wheel; wherein, when the corresponding drive wheel is driven according to the first distribution torque of each drive wheel and the steering wheel angle of the vehicle is a set angle, the area of ​​the mapping curve of the vehicle's turning radius and lateral acceleration is smaller than the area of ​​the mapping curve of the vehicle's turning radius and lateral acceleration when the torque vector control function is not activated, thereby ensuring vehicle stability and protecting the user's property and personal safety when the vehicle's torque vector control function is activated, under the same vehicle conditions, road conditions and curves, the vehicle speed is the highest and the turning radius is the smallest at the same vehicle speed, ensuring vehicle stability when cornering at high speeds.

[0147] Furthermore, the basic torque distribution ratio of each drive wheel is determined based on the proportion of the dynamic load of each drive wheel to the total load. The wheel speed correction for the torque distribution ratio of each drive wheel is determined based on the wheel speed difference information between the drive wheels. The steering correction for the torque distribution ratio of each drive wheel is determined based on lateral dynamic information. The basic torque distribution ratio is then corrected based on the wheel speed correction and / or steering correction to obtain the first torque distribution ratio of each drive wheel. The allocated torque of each drive wheel is determined based on the vehicle's required torque and the first torque distribution ratio of each drive wheel. The vehicle's required torque is used as the basis for allocating torque to each drive wheel. The basis of torque distribution is to determine the basic torque distribution ratio by the dynamic load of each drive wheel on the vehicle. The basic torque distribution ratio is then adjusted based on wheel speed difference information to further reduce tire wear. At the same time, the torque distribution ratio is corrected based on the vehicle's lateral dynamic information to ensure the stability of the vehicle during steering without reducing the vehicle's power, thereby improving the user's driving experience. Furthermore, the lateral dynamic performance of the vehicle is improved while ensuring torque requirements are met. In addition, torque is distributed to each drive wheel according to the set control strategy to give full play to the effect of torque control, taking into account both the vehicle's power requirements and driving stability.

[0148] Figure 6 This is a schematic diagram of the structure of a computer-readable storage medium according to an embodiment of the present invention.

[0149] like Figure 6 As shown, the computer-readable storage medium 600 stores a vehicle power control program 601 thereon, which, when executed by a processor, implements the vehicle power control method according to the first aspect embodiment of the present invention.

[0150] To achieve the above embodiments, the present invention also proposes a vehicle controller. Figure 7 This is a schematic diagram of the structure of a vehicle controller according to an embodiment of the present invention.

[0151] like Figure 7 As shown, the vehicle controller 700 includes a memory 701, a processor 702, and a vehicle power control program 703 stored in the memory 701 and executable on the processor 702. When the processor executes the vehicle power control program 703, it implements the vehicle power control method according to the first aspect embodiment of the present invention.

[0152] Corresponding to the several embodiments mentioned in the first aspect of the present invention, one embodiment of the present invention also provides a vehicle power control device. Since the vehicle power control device provided in this embodiment corresponds to the vehicle power control method provided in the above-mentioned embodiments, the implementation methods of the aforementioned vehicle power control methods are also applicable to the vehicle power control device provided in this embodiment, and will not be described in detail in this embodiment. Figure 8 This is a schematic diagram of the structure of a vehicle power control device according to an embodiment of the present invention.

[0153] like Figure 8 As shown, the power control device 800 of the vehicle may include: a first determining module 810 and a second determining module 820.

[0154] The first determining module 810 is used to determine the first torque distribution ratio of each drive wheel based on the dynamic load of each drive wheel of the vehicle when the torque vector control function is activated; the second determining module 820 is used to determine the first distributed torque of the corresponding drive wheel based on the overall vehicle torque requirement and the first torque distribution ratio of each drive wheel; wherein, when the corresponding drive wheel is driven according to the first distributed torque of each drive wheel and the steering wheel angle of the vehicle is a set angle, the mapping curve of the vehicle's turning radius and lateral acceleration is a first curve, and the integral of the first curve over the set lateral acceleration range is a first area; wherein, if the torque vector control function is not activated and the vehicle's steering wheel angle turns at the set angle, the mapping curve of the vehicle's turning radius and lateral acceleration is a second curve, and the integral of the second curve over the set lateral acceleration range is a second area, and the first area is smaller than the second area.

[0155] To achieve the above embodiments, the present invention also proposes a vehicle. Figure 9 This is a structural schematic diagram of a vehicle according to an embodiment of the present invention.

[0156] like Figure 9 As shown, the vehicle 1000 includes a vehicle controller 700 according to the above embodiments of the present invention.

[0157] Furthermore, other components and functions of the vehicle in the embodiments of the present invention are known to those skilled in the art, and will not be described in detail here to reduce redundancy.

[0158] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which programs can be printed, because programs can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0159] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0160] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0161] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0162] Furthermore, the terms "first," "second," etc., used in the embodiments of this invention are for descriptive purposes only and should not be construed as indicating or implying relative importance, or implicitly specifying the number of technical features indicated in this embodiment. Therefore, features defined with terms such as "first" and "second" in the embodiments of this invention can explicitly or implicitly indicate that the embodiment includes at least one of those features. In the description of this invention, the word "multiple" means at least two or more, such as two, three, four, etc., unless otherwise explicitly specified in the embodiments.

[0163] In this invention, unless otherwise explicitly specified or limited in the embodiments, the terms "installation," "connection," "joining," and "fixing" appearing in the embodiments should be interpreted broadly. For example, a connection can be a fixed connection, a detachable connection, or an integral part; it can also be a mechanical connection, an electrical connection, etc. Of course, it can also be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two components, or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific implementation.

[0164] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0165] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for controlling the power of a vehicle, characterized in that, include: If the torque vector control function is activated, the basic torque distribution ratio of each drive wheel is determined based on the dynamic load of each drive wheel; The wheel speed correction amount for the torque distribution ratio of each drive wheel is determined based on the wheel speed difference information of the vehicle, and the steering correction amount for the torque distribution ratio of each drive wheel is determined based on the lateral dynamic information of the vehicle. The base torque distribution ratio is corrected based on the wheel speed correction amount and / or the steering correction amount to obtain a first torque distribution ratio for each drive wheel; Based on the vehicle's overall torque requirement and the first torque distribution ratio of each drive wheel, the first torque distribution of the corresponding drive wheel is determined. The step of correcting the base torque distribution ratio based on the wheel speed correction or the steering correction includes: If the vehicle's steering correction sub-function is activated, the first torque distribution ratio is determined based on the steering correction amount and the base torque distribution ratio. If the vehicle's steering correction sub-function is not activated and the vehicle's wheel speed correction sub-function is activated, then the first torque distribution ratio is determined based on the wheel speed correction amount and the base torque distribution ratio. If the vehicle's steering correction sub-function is not activated and the vehicle's wheel speed correction sub-function is not activated, then the base torque distribution ratio is used as the first torque distribution ratio.

2. The vehicle power control method according to claim 1, characterized in that, The basic torque distribution ratio of each drive wheel is determined based on the dynamic load of each drive wheel, including: The proportion of the dynamic load of each drive wheel to the total dynamic load is determined as the basic torque distribution ratio of the corresponding drive wheel; wherein the sum of the dynamic loads of each drive wheel is equal to the total dynamic load.

3. The vehicle power control method according to claim 2, characterized in that, The dynamic load on each drive wheel is determined based on the total mass of the vehicle, the longitudinal acceleration of the vehicle, and the lateral acceleration of the vehicle.

4. The vehicle power control method according to claim 3, characterized in that, The drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. The axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle. The dynamic load on each drive wheel is calculated according to the following formula: ， ， ， ， Among them, F Z11,D F Z12,D F Z21,D F Z22,D The values ​​are: ... g L is the height of the vehicle's center of gravity, and L is the wheelbase of the vehicle. f L is the wheelbase between the left front wheel and the right front wheel. r The distance between the left and right rear wheels is given by g, where g is the acceleration due to gravity, and a is the distance between the left and right rear wheels. x Let a be the longitudinal acceleration of the vehicle. y Let be the lateral acceleration of the vehicle.

5. The vehicle power control method according to claim 1, characterized in that, The base torque distribution ratio is adjusted based on the wheel speed correction and the steering correction, including: A first intermediate torque distribution ratio is determined based on the wheel speed correction and the base torque distribution ratio, and the first torque distribution ratio is determined based on the steering correction and the first intermediate torque distribution ratio; or The second intermediate torque distribution ratio is determined based on the steering correction amount and the basic torque distribution ratio, and the first torque distribution ratio is determined based on the wheel speed correction amount and the second intermediate torque distribution ratio.

6. The vehicle power control method according to claim 1, characterized in that, The drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. The axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle. The wheel speed difference information includes a first wheel speed difference between the left front wheel and the right front wheel, a second wheel speed difference between the left rear wheel and the right rear wheel, and an axle speed difference between the front axle and the rear axle. The method further includes: When the first wheel speed difference is greater than a first preset speed threshold, it is determined that the wheel speed correction sub-function of the vehicle is activated; or When the second wheel speed difference is greater than the second preset speed threshold, it is determined that the wheel speed correction sub-function of the vehicle is activated; or When the axle speed difference is greater than a third preset speed threshold, the wheel speed correction sub-function of the vehicle is activated.

7. The vehicle power control method according to claim 1, characterized in that, The lateral dynamic information is determined based on the relationship between the vehicle's actual yaw rate and its ideal yaw rate; The method further includes: When the actual yaw rate is greater than the ideal yaw rate, and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth preset speed threshold, the vehicle's steering correction sub-function is determined to be activated; or When the actual yaw rate is less than the ideal yaw rate, and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth preset speed threshold, the vehicle's steering correction sub-function is determined to be activated.

8. The vehicle power control method according to claim 1, characterized in that, The drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. The axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle. The wheel speed difference information includes a first wheel speed difference between the left front wheel and the right front wheel, a second wheel speed difference between the left rear wheel and the right rear wheel, and an axle speed difference between the front axle and the rear axle. The wheel speed correction amount for determining the torque distribution ratio of each drive wheel based on the wheel speed difference information includes: A first correction amount is determined for the left front wheel and the right front wheel based on the first wheel speed difference, a second correction amount is determined for the left rear wheel and the right rear wheel based on the second wheel speed difference, and a third correction amount is determined for the front axle and the rear axle based on the axle speed difference; The wheel speed correction amounts for the left front wheel and the right front wheel are determined based on the first correction amount and the third correction amount, and the wheel speed correction amounts for the left rear wheel and the right rear wheel are determined based on the second correction amount and the third correction amount.

9. The vehicle power control method according to claim 8, characterized in that, The step of determining the first correction amount for the left front wheel and the right front wheel based on the first wheel speed difference includes: when the first wheel speed difference is greater than a first preset speed threshold, determining the first correction amount for the left front wheel and the right front wheel based on the first wheel speed difference and the rate of change of the first wheel speed difference; and / or The step of determining the second correction amount for the left rear wheel and the right rear wheel based on the second wheel speed difference includes: when the second wheel speed difference is greater than a second preset speed threshold, determining the second correction amount for the left rear wheel and the right rear wheel based on the second wheel speed difference and the rate of change of the second wheel speed difference; and / or The step of determining the third correction amount of the front axle and the rear axle based on the axle speed difference includes: when the axle speed difference is greater than a third preset speed threshold, determining the third correction amount of the front axle and the rear axle based on the axle speed difference and the rate of change of the axle speed difference.

10. The vehicle power control method according to claim 9, characterized in that, The basic torque distribution ratio is adjusted according to the wheel speed correction amount, including: Subtract the first correction amount from the base torque distribution ratio corresponding to the larger wheel speed of the left front wheel and the right front wheel, and add the first correction amount to the base torque distribution ratio corresponding to the smaller wheel speed of the left front wheel and the right front wheel; and / or The second correction amount is subtracted from the base torque distribution ratio corresponding to the larger wheel speed of the left rear wheel and the right rear wheel, and the second correction amount is added to the base torque distribution ratio corresponding to the smaller wheel speed of the left rear wheel and the right rear wheel; and / or The base torque distribution ratio of the two drive wheels corresponding to the larger axle speed of the front axle and the rear axle is reduced by half of the third correction amount, and the base torque distribution ratio of the two drive wheels corresponding to the smaller axle speed of the front axle and the rear axle is added to half of the third correction amount.

11. The vehicle power control method according to claim 8, characterized in that, When the first wheel speed difference is less than or equal to the first preset speed threshold, the first correction amount is determined to be zero; and / or When the second wheel speed difference is less than or equal to the second preset speed threshold, the second correction amount is determined to be zero; and / or When the shaft speed difference is less than or equal to the third preset speed threshold, the third correction amount is determined to be zero.

12. The vehicle power control method according to claim 8, characterized in that, The wheel speed of the drive wheel includes the rotational speed of the drive wheel or the speed of the center of mass of the drive wheel.

13. The vehicle power control method according to claim 12, characterized in that, The velocity of the center of mass of the drive wheel and the rotational speed of the drive wheel are converted according to the following formula: ， in, The speed of the front wheels is corrected to the speed of the center of gravity. To correct the rear wheel speed to the speed of the center of gravity, L is the yaw rate of the vehicle. r and L f These are the track widths between the left and right front wheels, and between the left and right rear wheels, respectively. The turning angles of the left and right front wheels.

14. The vehicle power control method according to claim 1, characterized in that, The lateral dynamic information is determined based on the relationship between the vehicle's actual yaw rate and its ideal yaw rate.

15. The vehicle power control method according to claim 14, characterized in that, The ideal yaw rate is determined based on the vehicle speed, the vehicle wheelbase, and the front wheel steering angle of the vehicle in a two-degree-of-freedom model.

16. The vehicle power control method according to claim 14, characterized in that, The drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. The axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle. The steering correction amount for determining the torque distribution ratio of each drive wheel based on the lateral dynamic information includes: When the actual yaw rate is greater than the ideal yaw rate, and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth preset speed threshold, the front axle oversteer correction, rear axle oversteer correction, and front and rear axle oversteer correction are determined based on the difference between the actual yaw rate and the ideal yaw rate; or When the actual yaw rate is less than the ideal yaw rate, and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth preset speed threshold, the front axle understeer correction amount, the rear axle understeer correction amount, and the front and rear axle understeer correction amount are determined based on the difference between the ideal yaw rate and the actual yaw rate.

17. The vehicle power control method according to claim 16, characterized in that, When the actual yaw rate is greater than the ideal yaw rate, and the difference between the actual yaw rate and the ideal yaw rate is greater than a fourth preset speed threshold, the basic torque distribution ratio is corrected according to the steering correction amount, including: The base torque distribution ratio of the inner steering wheel of the left front wheel and the inner steering wheel of the right front wheel is added to the front axle oversteer correction amount, and the base torque distribution ratio of the outer steering wheel of the left front wheel and the inner steering wheel of the right front wheel is subtracted from the front axle oversteer correction amount. The basic torque distribution ratio of the inner steering wheel of the left rear wheel and the inner steering wheel of the right rear wheel is added to the rear axle oversteer correction amount, and the basic torque distribution ratio of the outer steering wheel of the left rear wheel and the inner steering wheel of the right rear wheel is subtracted from the rear axle oversteer correction amount. The base torque distribution ratios of the left front wheel and the right front wheel are respectively superimposed with half of the front and rear axle oversteer correction, and the base torque distribution ratios of the left rear wheel and the right rear wheel are respectively subtracted from half of the front and rear axle oversteer correction.

18. The vehicle power control method according to claim 16, characterized in that, When the actual yaw rate is less than the ideal yaw rate, and the difference between the ideal yaw rate and the actual yaw rate is greater than a fifth preset speed threshold, the basic torque distribution ratio is corrected according to the steering correction amount, including: Subtract the front axle understeer correction amount from the basic torque distribution ratio of the inner steering wheel between the left front wheel and the right front wheel, and add the front axle understeer correction amount to the basic torque distribution ratio of the outer steering wheel between the left front wheel and the right front wheel; Subtract the rear axle understeer correction amount from the basic torque distribution ratio of the inner steering wheel between the left and right rear wheels, and add the rear axle understeer correction amount to the basic torque distribution ratio of the outer steering wheel between the left and right rear wheels; Subtract half of the understeer correction amount from the base torque distribution ratio of the left front wheel and the right front wheel, respectively, and add half of the understeer correction amount from the front and rear axles to the base torque distribution ratio of the left rear wheel and the right rear wheel, respectively.

19. The vehicle power control method according to claim 16, characterized in that, When the actual yaw rate is greater than the ideal yaw rate, and the difference between the actual yaw rate and the ideal yaw rate is less than or equal to a fourth preset speed threshold, the front axle oversteer correction, the rear axle oversteer correction, and the front and rear axle oversteer corrections are all determined to be zero; or When the actual yaw rate is less than the ideal yaw rate, and the difference between the ideal yaw rate and the actual yaw rate is less than or equal to a fifth preset speed threshold, the understeer correction for the front axle, the understeer correction for the rear axle, and the understeer correction for both the front and rear axles of the vehicle are determined to be zero.

20. The vehicle power control method according to claim 16, characterized in that, The oversteering correction amount and the understeering correction amount are obtained by looking up a table.

21. The vehicle power control method according to claim 14, characterized in that, The ideal yaw rate can be calculated using the following formula: in, For the ideal yaw rate, Let L be the vehicle speed, L be the vehicle wheelbase, and K be the stability factor, which can be obtained experimentally. The front wheel steering angle is given by the two-degree-of-freedom model.

22. The vehicle power control method according to claim 1, characterized in that, The drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. The axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle. The method further includes: When the rate of change of accelerator pedal depth when the accelerator pedal is depressed is greater than a first preset threshold for the rate of change of accelerator pedal depth, or when the rate of change of accelerator pedal depth when the accelerator pedal is released is less than a second preset threshold for the rate of change of accelerator pedal depth, the torque vector control function of the vehicle is determined to be activated; or When the rate of change of the vehicle's steering wheel angle exceeds a preset threshold, the torque vector control function of the vehicle is activated; or When the lateral acceleration exceeds a preset lateral acceleration threshold, the torque vector control function of the vehicle is activated; or When the wheel speed difference between the left front wheel and the right front wheel is greater than a first preset speed threshold, the torque vector control function of the vehicle is activated; or When the wheel speed difference between the left and right rear wheels is greater than a second preset speed threshold, the torque vector control function of the vehicle is activated; or; When the speed difference between the front axle and the rear axle is greater than a third preset speed threshold, the torque vector control function of the vehicle is activated. When the difference between the vehicle's actual yaw rate and its ideal yaw rate exceeds a fourth preset speed threshold, the torque vector control function of the vehicle is activated; or When the difference between the ideal yaw rate and the actual yaw rate of the vehicle is greater than a fifth preset speed threshold, the torque vector control function of the vehicle is activated.

23. The vehicle power control method according to claim 22, characterized in that, The first preset accelerator pedal depth change rate threshold and the second preset accelerator pedal depth change rate threshold are determined based on the lateral acceleration of the vehicle. The preset steering wheel angle change rate threshold, the preset lateral acceleration threshold, the first preset speed threshold, the second preset speed threshold, the third preset speed threshold, the fourth preset speed threshold, and the fifth preset speed threshold are determined based on the current speed of the vehicle.

24. The vehicle power control method according to claim 23, characterized in that, The first preset accelerator pedal depth change rate threshold is determined by querying the lateral acceleration-accelerator pedal depth change rate preset relationship table based on the vehicle's lateral acceleration. The second preset accelerator pedal depth change rate threshold is determined by querying the lateral acceleration-accelerator pedal release depth change rate preset relationship table based on the vehicle's lateral acceleration. The first preset speed threshold is determined by querying the vehicle speed-first speed preset relationship table based on the vehicle's current speed. The second preset speed threshold is determined by querying the vehicle speed-second speed preset relationship table based on the vehicle's current speed. The third preset speed threshold is determined by querying the vehicle speed-third speed preset relationship table based on the vehicle's current speed. The fourth preset speed threshold is determined by querying the vehicle speed-fourth speed preset relationship table based on the vehicle's current speed. The fifth preset speed threshold is determined by querying the vehicle speed-fifth speed preset relationship table based on the vehicle's current speed.

25. The vehicle power control method according to claim 1, characterized in that, The drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. The axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle. The method further includes: When the torque vector control function of the vehicle is not activated, the torque distribution ratio of the front axle and the rear axle is determined according to the overall torque demand of the vehicle. The torque distribution ratio corresponding to the front axle is evenly distributed to the left front wheel and the right front wheel, and the torque distribution ratio corresponding to the rear axle is evenly distributed to the left rear wheel and the right rear wheel, so as to determine the second torque distribution ratio of the corresponding drive wheel. The second torque distribution for each drive wheel is determined based on the vehicle's overall torque requirement and the second torque distribution ratio for each drive wheel.

26. The vehicle power control method according to claim 1, characterized in that, The drive wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. The axis of the left front wheel and the right front wheel is the front axle of the vehicle, and the axis of the left rear wheel and the right rear wheel is the rear axle of the vehicle. The method further includes: When the rate of change of accelerator pedal depth when the accelerator pedal is depressed is less than or equal to a first preset accelerator pedal depth change threshold, or when the rate of change of accelerator pedal depth when the accelerator pedal is released is greater than or equal to a second preset accelerator pedal depth change threshold, and When the rate of change of the vehicle's steering wheel angle is less than or equal to a preset threshold for the rate of change of the steering wheel angle, and When the lateral acceleration is less than or equal to a preset lateral acceleration threshold, and When the wheel speed difference between the left front wheel and the right front wheel is less than or equal to a first preset speed threshold, and When the wheel speed difference between the left and right rear wheels is less than or equal to a second preset speed threshold, and When the speed difference between the front axle and the rear axle is less than or equal to a third preset speed threshold, and When the difference between the vehicle's actual yaw rate and its ideal yaw rate is less than or equal to a fourth preset speed threshold, and If the difference between the ideal yaw rate and the actual yaw rate of the vehicle is less than or equal to a fifth preset speed threshold, it is determined that the torque vector control function of the vehicle is not activated.

27. The vehicle power control method according to claim 2, characterized in that, The total dynamic load is obtained by acquiring the dynamic load of each drive wheel separately and adding the dynamic loads of each drive wheel together; or by acquiring the driving acceleration from the vehicle chassis sensors, filtering the driving acceleration according to the driving power signal, and combining it with a dynamic model.

28. The vehicle power control method according to claim 27, characterized in that, The dynamic load of each drive wheel is obtained by detecting the deformation measurement value of the tire of each drive wheel, or by detecting the pressure measurement value of the internal pressure of the tire of each drive wheel, or by combining the drive power signal and acceleration value of each drive wheel with a model.

29. A computer-readable storage medium, characterized in that, It stores a vehicle power control program, which, when executed by a processor, implements the vehicle power control method according to any one of claims 1-28.

30. A vehicle controller, characterized in that, The system includes a memory, a processor, and a vehicle power control program stored in the memory and executable on the processor. When the processor executes the vehicle power control program, it implements the vehicle power control method according to any one of claims 1-28.

31. A power control device for a vehicle, characterized in that, include: The first determining module is used to determine the basic torque distribution ratio of each drive wheel based on the dynamic load of each drive wheel; The wheel speed correction amount for the torque distribution ratio of each drive wheel is determined based on the wheel speed difference information of the vehicle, and the steering correction amount for the torque distribution ratio of each drive wheel is determined based on the lateral dynamic information of the vehicle; the basic torque distribution ratio is corrected based on the wheel speed correction amount and / or the steering correction amount to obtain a first torque distribution ratio for each drive wheel. The second determining module is used to determine the first allocated torque of the corresponding drive wheel based on the overall vehicle torque requirement and the first torque allocation ratio of each drive wheel. The first determining module is further configured to: If the vehicle's steering correction sub-function is activated, the first torque distribution ratio is determined based on the steering correction amount and the base torque distribution ratio. If the vehicle's steering correction sub-function is not activated and the vehicle's wheel speed correction sub-function is activated, then the first torque distribution ratio is determined based on the wheel speed correction amount and the base torque distribution ratio. If the vehicle's steering correction sub-function is not activated and the vehicle's wheel speed correction sub-function is not activated, then the base torque distribution ratio is used as the first torque distribution ratio.

32. A vehicle, characterized in that, Includes the vehicle controller according to claim 30.

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