Torque control method, device and vehicle

Abstract

A torque control method, apparatus, and vehicle are disclosed. The method includes: when the steering wheel angle of the vehicle is greater than or equal to a steering angle threshold, acquiring a first torque distribution ratio and a reference yaw rate, wherein the first torque distribution ratio and the reference yaw rate are determined based on the steering wheel angle, the real-time speed of the vehicle, and preset steering characteristics; correcting the first torque distribution ratio based on the actual yaw rate of the vehicle and the reference yaw rate to obtain a second torque distribution ratio; and distributing torque to a first motor and a second motor of the vehicle according to the second torque distribution ratio. This method can be applied to the field of vehicle control, compensating for the effects of road surface changes and vehicle wear on torque distribution, thereby improving the rationality and accuracy of the drive / braking torque distribution between drive motors, and ultimately improving the vehicle's handling and driving stability.

Description

Technical Field

[0001] The present application relates to the field of vehicle control, and more specifically, to a torque control method, device and vehicle. Background Art

[0002] During the driving process of the vehicle, the driving / braking torque output by the driving motor can be adjusted through torque distribution, which can improve the vehicle's maneuverability and driving stability. With the development of vehicle drive technology, the number of drive motors has gradually increased and is developing in the direction of distributed drive. Under the current technical background, the front and rear distributed dual drive motor system has become the most commonly used drive system due to its relatively low technical cost and implementation difficulty, as well as the advantages of being able to construct a four-wheel drive configuration of the vehicle. Taking the dual drive motor system as an example, the driving / braking torque can be distributed between the front and rear axles, and the distribution of the driving / braking torque can affect the vehicle's maneuverability and driving stability. When the vehicle is driving, the road surface conditions, weather conditions, and the wear of the vehicle itself will affect the torque distribution.

[0003] In view of this, in a dual drive motor system, how to improve the rationality and accuracy of the drive / braking torque distributed between the two drive motors has become an urgent problem to be solved. Summary of the invention

[0004] The present application provides a torque control method, device and vehicle, which can compensate for the influence of road surface changes and vehicle wear on torque distribution, thereby improving the rationality and accuracy of the driving / braking torque distributed between driving motors, and further improving the vehicle's maneuverability and driving stability.

[0005] In a first aspect, a torque control method is provided, which may be executed by a vehicle; or, may also be executed by a computing platform of the vehicle; or, may also be executed by a chip or circuit used for the vehicle, which is not limited in the present application.

[0006] The method includes: when the steering wheel angle of the vehicle is greater than or equal to an angle threshold, obtaining a first torque distribution ratio and a reference yaw rate, the first torque distribution ratio and the reference yaw rate being determined according to the steering wheel angle, the real-time speed of the vehicle and a preset steering characteristic; correcting the first torque distribution ratio according to the actual yaw rate and the reference yaw rate of the vehicle to obtain a second torque distribution ratio; and distributing torque to a first motor and a second motor of the vehicle according to the second torque distribution ratio, the first motor and the second motor being used to drive a front drive shaft and a rear drive shaft of the vehicle, respectively.

[0007] In some implementations, allocating torque to the first motor and the second motor of the vehicle according to the second torque allocation ratio includes: determining the torque allocated to the first motor and the second motor according to the actual torque required by the vehicle and the second torque allocation ratio. For example, the actual torque required by the vehicle is multiplied by the second torque allocation ratio to obtain the torque allocated to the first motor and the second motor respectively. The actual torque required may be a driving torque determined according to the opening of the vehicle accelerator pedal, or the actual torque required may also be a braking torque determined according to the opening of the vehicle deceleration pedal.

[0008] In some other implementations, the second torque distribution ratio indicates the torque that the front axle drive motor needs to transfer to the rear axle drive motor, or the torque that the rear axle drive motor needs to transfer to the front axle drive motor, based on the basic torque allocated to the front and rear axle drive motors. Then, the torque is distributed to the first motor and the second motor of the vehicle according to the second torque distribution ratio, including: determining the compensation torque according to the second torque distribution ratio, and determining the torques allocated to the first motor and the second motor respectively according to the basic torque and the compensation torque. The compensation torque is the torque additionally allocated to the first motor or the second motor on the basis of the basic torque, and the compensation torque can be a negative value.

[0009] In the above technical scheme, a vehicle model can be constructed based on preset steering characteristics, and a reference torque distribution ratio (such as a first torque distribution ratio) can be determined based on the vehicle model and the actual steering wheel angle and speed of the vehicle. When the vehicle is heavily worn or the road conditions differ greatly from the vehicle model, the first torque distribution ratio can be adjusted or corrected according to the actual yaw angular velocity of the vehicle, thereby compensating for the effects of road surface changes and the wear of the vehicle itself on torque distribution, improving the rationality and accuracy of the drive / braking torque distributed between the drive motors, and thereby improving the vehicle's maneuverability and driving stability.

[0010] In combination with the first aspect, in certain implementations of the first aspect, torque is distributed to the first motor and the second motor of the vehicle according to the second torque distribution ratio, including: according to the second torque distribution ratio and the actual inter-axle speed difference of the vehicle, torque is distributed to the first motor and the second motor of the vehicle.

[0011] In the above technical solution, during the process of torque distribution, if the front and rear wheels have relatively large slip, the torque allocated to the first motor and the second motor is further adjusted according to the actual speed difference between the axles, which helps to control the speed difference between the front and rear axles, realize slip pre-control, and improve the driving stability of the vehicle.

[0012] In combination with the first aspect, in certain implementations of the first aspect, the method also includes: determining a reference axle speed difference based on the actual yaw angular velocity and the real-time speed, the reference axle speed difference being an axle speed difference that makes the vehicle's slip rate less than or equal to a slip rate threshold; determining a torque transfer amount between a front drive shaft and a rear drive shaft based on the actual axle speed difference when the difference between the reference axle speed difference and the vehicle's actual axle speed difference is greater than or equal to a first threshold; allocating torque to a first motor and a second motor of the vehicle based on a second torque distribution ratio and the vehicle's actual axle speed difference, including: determining a first torque to be allocated to the first motor and a second torque to be allocated to the second motor based on the second torque distribution ratio; determining a third torque to be allocated to the first motor based on the torque transfer amount and the first torque, and determining a fourth torque to be allocated to the second motor based on the torque transfer amount and the second torque.

[0013] In the above technical solution, when the actual inter-axle speed difference of the vehicle is relatively small compared with the reference inter-axle speed difference, torque is allocated to the front and rear axle drive motors based on the second torque allocation ratio. When the actual inter-axle speed difference of the vehicle is too large compared with the reference inter-axle speed difference, the torque allocated to the front and rear axle drive motors is further adjusted according to the actual inter-axle speed difference, which helps to reduce the control complexity in the process of adjusting the torque.

[0014] In combination with the first aspect, in certain implementations of the first aspect, obtaining a first torque distribution ratio and a reference yaw angular velocity includes: when the real-time speed is greater than or equal to the speed threshold for a duration greater than or equal to the duration threshold, and the steering wheel angle is greater than or equal to the angle threshold, obtaining the first torque distribution ratio and the reference yaw angular velocity.

[0015] In the above technical solution, when certain conditions are met, the first torque distribution ratio and the reference yaw angular velocity are obtained, and the second torque distribution ratio is determined, which helps to reduce the power consumption required in the process of controlling the torque.

[0016] In combination with the first aspect, in certain implementations of the first aspect, before obtaining the first torque distribution ratio and the reference yaw angular velocity, the method further includes: determining that a torque redistribution function is turned on, and the torque redistribution function is used to determine a second torque distribution ratio.

[0017] In combination with the first aspect, in certain implementations of the first aspect, the method also includes: when the first motor and the second motor execute the torque allocated according to the second torque distribution ratio, and when it is detected that the first stability function for adjusting the chassis stability of the vehicle is started, controlling the torque of the first motor and the torque of the second motor to be restored to the basic torque within a first time length; wherein the basic torque is the torque of the first motor and the second motor before executing the torque allocated according to the second torque distribution ratio.

[0018] Exemplarily, the first stability function may include at least one of an anti-locked braking system (ABS) function, a traction control system (TCS) function, and an electronic stability control (ESC) function.

[0019] In the above technical solution, when the stability function is started, the compensation torque allocated to the front and rear axle drive motors based on the second torque distribution ratio is controlled to be restored to zero at a certain speed, thereby achieving a smooth transition between the stability function and the function provided by the solution of the present application, which helps to improve the driving stability of the vehicle.

[0020] In combination with the first aspect, in certain implementations of the first aspect, before obtaining the first torque distribution ratio and the reference yaw angular velocity, the method also includes: when it is detected that the second stability function for adjusting the chassis stability of the vehicle changes from on or running to off, obtaining the steering characteristics of the vehicle when the second stability function is turned off; within the second time period, adjusting the torque of the first motor and the torque of the second motor according to the steering characteristics so that the vehicle maintains the steering characteristics; obtaining the first torque distribution ratio and the reference yaw angular velocity, including: at the end of the second time period, obtaining the first torque distribution ratio and the reference yaw angular velocity.

[0021] Exemplarily, the second stability function may include at least one of an ABS function, a TCS function, and an ESC function.

[0022] In some implementations, the first stability function and the second stability function are the same function.

[0023] In the above technical solution, when the stability function is exited, a smooth transition between the stability function and the function provided by the solution of the present application is achieved based on the specific control torque of the vehicle steering before the stability function is exited, which helps to improve the driving stability of the vehicle.

[0024] In a second aspect, a torque control device is provided, which includes: an acquisition unit, used to acquire a first torque distribution ratio and a reference yaw angular velocity when a steering wheel angle of the vehicle is greater than or equal to an angle threshold, the first torque distribution ratio and the reference yaw angular velocity being determined according to the steering wheel angle, the real-time speed of the vehicle and a preset steering characteristic; a processing unit, used to correct the first torque distribution ratio to obtain a second torque distribution ratio according to the actual yaw angular velocity and the reference yaw angular velocity of the vehicle; and, according to the second torque distribution ratio, to distribute torque to a first motor and a second motor of the vehicle, the first motor and the second motor being used to drive a front drive shaft and a rear drive shaft of the vehicle, respectively.

[0025] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is used to: distribute torque to the first motor and the second motor of the vehicle according to the second torque distribution ratio and the actual inter-axle speed difference of the vehicle.

[0026] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is also used to: determine a reference axle speed difference based on the actual yaw angular velocity and the real-time speed, the reference axle speed difference being an axle speed difference that makes the vehicle's slip rate less than or equal to a slip rate threshold; determine the torque transfer amount between the front drive shaft and the rear drive shaft based on the actual axle speed difference when the difference between the reference axle speed difference and the vehicle's actual axle speed difference is greater than or equal to a first threshold; determine a first torque to be allocated to the first motor and a second torque to be allocated to the second motor based on a second torque distribution ratio; determine a third torque to be allocated to the first motor based on the torque transfer amount and the first torque, and determine a fourth torque to be allocated to the second motor based on the torque transfer amount and the second torque.

[0027] In combination with the second aspect, in certain implementations of the second aspect, the acquisition unit is used to: obtain a first torque distribution ratio and a reference yaw angular velocity when the real-time speed is greater than or equal to the speed threshold and the duration is greater than or equal to the duration threshold, and the steering wheel angle is greater than or equal to the angle threshold.

[0028] In combination with the second aspect, in certain implementations of the second aspect, the device also includes a determination unit, which is used to: before the acquisition unit acquires the first torque distribution ratio and the reference yaw angular velocity, determine that the torque redistribution function is turned on, and the torque redistribution function is used to determine the second torque distribution ratio.

[0029] In combination with the second aspect, in certain implementations of the second aspect, the processing unit is also used to: when the first motor and the second motor execute the torque allocated according to the second torque distribution ratio, and when it is detected that the first stability function for adjusting the chassis stability of the vehicle is started, control the torque of the first motor and the torque of the second motor to be restored to the basic torque within a first time length; wherein the basic torque is the torque of the first motor and the second motor before executing the torque allocated according to the second torque distribution ratio.

[0030] In combination with the second aspect, in certain implementations of the second aspect, before the acquisition unit acquires the first torque distribution ratio and the reference yaw angular velocity, the acquisition unit is also used to: when it is detected that the second stability function used to adjust the chassis stability of the vehicle changes from on or running to off, acquire the steering characteristics of the vehicle when the second stability function is turned off; the processing unit is also used to: within the second time period, adjust the torque of the first motor and the torque of the second motor according to the steering characteristics so that the vehicle maintains the steering characteristics; the acquisition unit is used to: at the end of the second time period, acquire the first torque distribution ratio and the reference yaw angular velocity.

[0031] In a third aspect, an automatic parking device is provided, the device comprising: a memory for storing a computer program; and a processor for executing the computer program stored in the memory, so that the device executes the method in any possible implementation of the first aspect.

[0032] In a fourth aspect, a vehicle is provided, comprising a device as in any possible implementation of the second aspect or the third aspect.

[0033] In a fifth aspect, a computer program product is provided, the computer program product comprising: a computer program code, when the computer program code is run on a computer, the computer executes the method in any possible implementation of the first aspect.

[0034] It should be noted that the above-mentioned computer program code may be stored in whole or in part on a first storage medium, wherein the first storage medium may be packaged together with the processor or may be packaged separately from the processor.

[0035] In a sixth aspect, a computer-readable medium is provided, wherein the computer-readable medium stores instructions, and when the instructions are executed by a processor, the processor implements the method in any possible implementation manner of the first aspect.

[0036] In a seventh aspect, a chip is provided, the chip comprising a circuit, the circuit being used to execute the method in any possible implementation manner of the first aspect above. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 is a schematic block diagram of a drive system provided in an embodiment of the present application;

[0038] Figure 2 is a schematic block diagram of a torque control system provided in an embodiment of the present application;

[0039] Figure 3 is a schematic flow chart of a torque control method provided in an embodiment of the present application;

[0040] Figure 4 is another schematic flow chart of the torque control method provided in the embodiment of the present application;

[0041] Figure 5 is a control logic diagram of the torque control method provided in an embodiment of the present application;

[0042] Figure 6 is a schematic diagram of the change in torque of the front and rear axles when the torque control method provided in the embodiment of the present application is applied;

[0043] Figure 7 is a schematic block diagram of a torque control device provided in an embodiment of the present application;

[0044] Figure 8 is another schematic block diagram of the torque control device provided in an embodiment of the present application;

[0045] Fig. 9 It is a schematic block diagram of the intelligent driving device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0046] The technical solution in this application will be described below in conjunction with the accompanying drawings.

[0047] Figure 1 The diagram shows a front and rear distributed dual drive motor system of a vehicle, and the drive system may include: a main control module 110, a motor control module 121, a drive motor 131 (or a front axle motor), a drive shaft 141, a motor control module 122, a drive motor 132 (or a rear axle motor), and a drive shaft 142. Among them, the main control module 110, the motor control module 121, and the motor control module 122 are connected through a communication network, and the motor control module 121 and the drive motor 131, the drive motor 131 and the drive shaft 141, the motor control module 122 and the drive motor 132, and the drive motor 132 and the drive shaft 142 are electrically connected. Exemplarily, the main control module 110 can determine the drive / braking torque (hereinafter referred to as torque) allocated to the motor control module (121, 122) according to the real-time driving parameters of the vehicle, and send torque information to the motor control module (121, 122) through the communication network, wherein the communication network may include a controller area network (CAN). The motor control module 121 controls the drive motor 131 to provide driving force or braking force to the front wheels of the vehicle through the drive shaft 141 based on the received torque information. The motor control module 122 controls the drive motor 132 to provide driving force or braking force to the rear wheels of the vehicle through the drive shaft 142 based on the received torque information.

[0048] Exemplarily, the main control module 110 may be a vehicle domain controller (VDC), or a body domain controller (BDC), or other controllers with similar functions. The motor control modules (121, 122) may be micro control units (MCU), or electronic control units (ECU), or other controllers with similar functions.

[0049] Figure 1The system shown is only an example. In a specific implementation, the system may include more or fewer components. For example, the system may also include components such as a differential and a reducer.

[0050] During vehicle driving, the main control module 110 can calculate the target output torque of the drive motor (131, 132) according to the opening degree of the accelerator pedal or the decelerator pedal, and control the actuation of the drive motor through the motor control module (121, 122) to provide driving force or braking force for each wheel; the main control module 110 can also determine the torque distribution ratio of the drive motor (131, 132) according to the yaw angular velocity of the vehicle, so as to control the yaw angular velocity of the vehicle within a reasonable range.

[0051] As mentioned above, if the distribution of driving / braking torque between the two driving motors is unreasonable, it may affect the maneuverability and driving stability of the vehicle. In the existing technical solutions, when distributing torque, the wear and tear of the vehicle in actual use is not taken into account, or the simulation of the actual driving conditions of the vehicle is inaccurate, which makes the torque distribution ratio of the front and rear axle motors inaccurate. When the front and rear axle motors execute the torque allocated to them by the torque distribution system, the yaw angular velocity of the vehicle cannot be controlled within the preset range, resulting in poor vehicle maneuverability and driving stability.

[0052] In view of this, the embodiments of the present application provide a torque control method, device and vehicle, which can compensate for the influence of road surface conditions, weather conditions and the wear of the vehicle itself on torque distribution, thereby improving the rationality and accuracy of the driving / braking torque distributed between the driving motors, and further improving the vehicle's maneuverability and driving stability.

[0053] Figure 2 Schematic diagram of the torque control system architecture provided by the embodiment of the present application. The system includes a detection module 210, a judgment module 220, a control module 230 and an execution module 240. The judgment module 220 and the control module 230 can be arranged in Figure 1 In the main control module 110 shown.

[0054] The detection module 210 can obtain the following information: ① Control module (such as Figure 1② Vehicle instrument or button input. When the user turns on or off the torque redistribution function provided in the present application through the instrument or button, the detection module 210 can obtain information on whether the torque redistribution function is turned on or off; the driver inputs information, such as the accelerator pedal opening, steering wheel angle and other information. ③ Vehicle sensor information, such as wheel speed detector, inertial measurement unit (IMU) and other body status sensor information, to obtain vehicle driving parameters such as wheel speed and yaw angular velocity. ④ Information fed back by the execution module, such as real-time monitoring of braking force and driving force and other information. ⑤ Information on whether the chassis stability function is turned on. Among them, the chassis stability function includes but is not limited to: ABS function, TCS function, ESC function.

[0055] The judgment module 220 can determine whether to execute the torque redistribution process based on the information obtained by the detection module 210. For example, when the following three conditions are met, the judgment module 220 determines that the torque redistribution can be executed: ① The torque redistribution function is turned on; ② The chassis stability function is not turned on; ③ The duration of the vehicle speed exceeding the speed threshold exceeds the duration threshold, and the steering wheel angle exceeds the angle threshold. When any of the above three conditions is not met, the judgment module 220 determines not to execute the torque redistribution process.

[0056] The control module 230 may perform torque redistribution or stop performing torque redistribution according to the judgment result of the judgment module 220. For example, when performing torque redistribution, the control module 230 may determine the reference torque distribution ratio according to the steering wheel angle and the vehicle speed, and then correct the reference torque distribution ratio according to the actual yaw rate of the vehicle to determine the torque distribution ratio of the front and rear drive motors. Exemplarily, the control module 230 may include submodules 231, 232 and 233. Among them, the submodule 231 is used to: perform the torque redistribution process. The submodule 232 is used to: when the chassis stability function is activated during the operation of the torque redistribution function, control the torque to be restored to the value when the torque redistribution is not performed, so as to realize the gradual exit of the torque redistribution function. The submodule 233 is used to: if the chassis stability function is activated during the operation of the torque redistribution function, when the chassis stability function is turned off, the torque is distributed according to the steering characteristics of the vehicle to maintain the steering characteristics of the vehicle when the chassis stability function is turned off, and when the torque increases to such an extent that the steering characteristics of the vehicle can be maintained, switch to the submodule 231 to continue to perform the torque redistribution process.

[0057] Exemplarily, when submodule 231, submodule 232 and submodule 233 are running, they correspond to working mode 1, working mode 2 and working mode 3 respectively. Among them, working mode 1 is applied to the scenario where the torque redistribution function is running; working mode 2 is applied to the scenario where the chassis stability function is started during the running of the torque redistribution function, resulting in the suspension of the torque redistribution process; working mode 3 is applied to the scenario where the chassis stability function is turned off, so that the torque redistribution process needs to be restarted.

[0058] It should be noted that, in the specific implementation process, submodule 231, submodule 232 and submodule 233 can be combined into one module, that is, when the torque redistribution function is running, the module can switch between working mode 1, working mode 2 and working mode 3.

[0059] The execution module 240 can execute the torque assigned by the control module 230 , and the present application does not limit the specific hysteresis mode when the execution module 240 executes the torque. For example, the control module 240 can include the motor control module 121 and the motor control module 122 .

[0060] based on Figure 2 The control system shown in the present application provides a torque control method.

[0061] Figure 3 is a schematic flow chart of a torque control method provided in an embodiment of the present application. The method can be Figure 1 The main control module shown in the figure can also be executed by Figure 2 The control module 230 shown is executed. The method 300 may include S301 to S303.

[0062] S301, when the steering wheel angle of the vehicle is greater than or equal to the angle threshold, obtain a first torque distribution ratio and a reference yaw angular velocity, the first torque distribution ratio and the reference yaw angular velocity are determined according to the steering wheel angle, the real-time speed of the vehicle and a preset steering characteristic.

[0063] For example, the steering wheel angle of the vehicle may be detected by a steering wheel angle sensor, and the real-time speed of the vehicle may be determined based on the wheel speed detected by a wheel speed sensor.

[0064] In some implementations, the steering characteristics of the vehicle may be the relationship between the steady-state yaw rate gain and the vehicle speed. For example, it may be represented by the relationship between the turning radius and the vehicle speed: if the turning radius does not change with the vehicle speed, it is a neutral steering characteristic; if the turning radius increases with the increase of the vehicle speed, it is an understeering characteristic; if the turning radius decreases with the increase of the vehicle speed, it is an oversteering characteristic. Without considering the driving force or braking force applied to the tires, the steering characteristics of the vehicle may be determined by stability parameters such as the body parameters and the lateral stiffness of the front and rear tires. Among them, the body parameters include but are not limited to the vehicle mass, tire radius, friction coefficient of the tire material, wheelbase, distance from the front and rear axles to the center of mass, front wheel track, rear wheel track, and distance from the center of mass to the ground.

[0065] The preset steering characteristics of the embodiment of the present application may be a steering characteristic defined manually, or may be a steering characteristic determined by simulation. For example, the preset steering characteristics may indicate the steering angle required for the vehicle at different vehicle speeds. When the vehicle supports multiple driving modes, the preset steering characteristics may also indicate the steering angle required for the vehicle at different driving modes and different vehicle speeds.

[0066] Exemplarily, based on a seven-degree-of-freedom vehicle dynamics model and taking preset steering characteristics as the optimization target, the reference yaw rate and reference torque distribution ratio (such as the first torque distribution ratio) corresponding to different vehicle speeds and steering wheel angles can be optimized and solved.

[0067] S302: Correct the first torque distribution ratio according to the actual yaw rate and the reference yaw rate of the vehicle to obtain a second torque distribution ratio.

[0068] It should be understood that during the actual driving of the vehicle, due to changes in the vehicle's own parameters, changes in road conditions, wind speed, etc., there is a deviation between the actual yaw rate of the vehicle and the reference yaw rate, so the first torque distribution ratio can be corrected based on the actual yaw rate. Exemplarily, changes in the vehicle's own parameters may include: tire wear, changes in vehicle body mass; changes in road conditions may include: changes in road friction coefficient caused by weather changes (such as rain or snow).

[0069] Exemplarily, according to the difference between the actual yaw rate and the reference yaw rate, determine the increased or decreased proportional value based on the first torque distribution ratio to reduce the gap between the actual yaw rate and the reference yaw rate. Further, the first torque distribution ratio is added to the increased proportional value (positive number) or the decreased proportional value (negative number) to obtain the second torque distribution ratio. Exemplarily, if the first torque distribution ratio indicates the ratio between the torque allocated to the front axle drive motor and the torque allocated to the rear axle drive motor, the increased proportional value indicates the torque transferred from the front axle drive motor to the rear axle drive motor, and the decreased proportional value indicates the torque transferred from the rear axle drive motor to the front axle drive motor.

[0070] For example, the first torque distribution ratio may be corrected based on a proportional-integral-derivative (PID) controller to obtain the second torque distribution ratio.

[0071] S303, distributing torque to a first motor and a second motor of the vehicle according to a second torque distribution ratio, wherein the first motor and the second motor are used to drive a front drive shaft and a rear drive shaft of the vehicle respectively.

[0072] Exemplarily, the first motor may be the drive motor 131 in the above embodiment, and the second motor may be the drive motor 132 in the above embodiment; or, the first motor may be the drive motor 132 in the above embodiment, and the second motor may be the drive motor 131 in the above embodiment.

[0073] Exemplarily, allocating torque to the first motor and the second motor of the vehicle according to the second torque allocation ratio includes: determining the torque allocated to the first motor and the torque allocated to the second motor respectively according to the required torque and the second torque allocation ratio. The required torque is related to the operating condition of the vehicle. For example, when the vehicle is in a driving condition, the required torque may be a required driving torque; when the vehicle is in a braking condition or an energy recovery condition, the required torque may be a required braking torque. The required driving torque may be determined according to the accelerator pedal opening, and the required braking torque may be determined according to the brake pedal opening.

[0074] In the process of distributing the torque of the front and rear axle motors, a relatively large slip may be generated between the front and rear axles due to the torque distributed to a certain motor being greater than the basic torque or other reasons, thereby reducing the stability of the vehicle. Therefore, the method also includes: determining a reference inter-axle speed difference according to the actual yaw rate and the vehicle speed, the reference inter-axle speed difference being an inter-axle speed difference that makes the slip rate of the vehicle less than or equal to the slip rate threshold. When the difference between the reference inter-axle speed difference and the actual inter-axle speed difference of the vehicle is greater than or equal to the first threshold, determining the torque transfer amount between the front drive shaft and the rear drive shaft according to the actual inter-axle speed difference. Further, S302 can be refined as follows: according to the actual yaw rate, the reference yaw rate and the torque transfer amount, correcting the first torque distribution ratio to obtain the second torque distribution ratio.

[0075] The basic torque is the torque allocated to the front and rear axle motors based on the required driving / braking torque and the fixed allocation ratio when the stability function and the torque redistribution function are not enabled. For example, the fixed allocation ratio may be 1:1, or 2:3, or other ratios. The torque transfer amount may indicate the torque transferred from the front drive shaft to the rear drive shaft, or may indicate the torque transferred from the rear drive shaft to the front drive shaft.

[0076] For example, the first threshold value may be 20 revolutions per minute (rpm), or 30 rpm, or other values. The slip rate threshold value may be 10%, or 20%, or other values.

[0077] Exemplarily, according to the actual yaw angular velocity, the reference yaw angular velocity and the torque transfer amount, the first torque distribution ratio is corrected to obtain the second torque distribution ratio, including: according to the actual yaw angular velocity and the reference yaw angular velocity, the first torque distribution ratio is corrected to obtain the third torque distribution ratio; when the difference between the reference inter-axle speed difference and the actual inter-axle speed difference of the vehicle is greater than or equal to a first threshold, the torque transfer amount between the front drive shaft and the rear drive shaft is determined according to the actual inter-axle speed difference; and the third torque distribution ratio is adjusted according to the torque transfer amount to obtain the second torque distribution ratio.

[0078] Exemplarily, when the difference between the reference inter-axle speed difference and the actual inter-axle speed difference of the vehicle is less than a first threshold, the third torque distribution ratio and the second torque distribution ratio are the same value.

[0079] In some implementations, when the difference between the reference inter-axle speed difference and the actual inter-axle speed difference of the vehicle is greater than or equal to a first threshold, S303 may be refined as follows: allocating torque to the first motor and the second motor according to a second torque distribution ratio and the actual inter-axle speed difference.

[0080] Exemplarily, the torque is distributed to the first motor and the second motor according to the second torque distribution ratio and the actual inter-axle speed difference, including: determining the first torque distributed to the first motor and the second torque distributed to the second motor according to the second torque distribution ratio; determining the third torque distributed to the first motor according to the torque transfer amount and the first torque, and determining the fourth torque distributed to the second motor according to the torque transfer amount and the second torque. In one example, if the torque transfer amount is the torque transferred from the front drive shaft to the rear drive shaft, the third torque is the difference between the first torque and the torque transfer amount, and the fourth torque is the sum of the second torque and the torque transfer amount. Among them, the third torque and the fourth torque can be the final torques distributed to the first motor and the second motor respectively, and the sum of the third torque and the fourth torque is the actual required torque.

[0081] Exemplarily, determining the torque transfer amount between the front drive shaft and the rear drive shaft according to the actual inter-axle speed difference may include: determining the torque transfer amount according to the front axle speed and the rear axle inner wheel speed. For example, determining that the speed difference between the front axle speed and the rear axle inner wheel is less than or equal to the reference inter-axle speed difference determines the torque that needs to be compensated to the front axle, or determines the torque that needs to be compensated to the rear axle, and determining the torque transfer amount according to the torque that needs to be compensated to the front axle or the rear axle.

[0082] In a specific implementation process, the torque transfer amount may also be a proportional value, or the torque transfer amount may also be a specific value of the torque.

[0083] In some implementations, when the vehicle speed is greater than or equal to the speed threshold for a duration greater than or equal to the duration threshold, and the steering wheel angle is greater than or equal to the angle threshold, S301 is executed.

[0084] For example, the turning angle threshold may be 90 degrees, or 100 degrees, or other thresholds. The speed threshold may be 30 kilometers per hour (kph), or 25 kph, or other values. The duration threshold may be 3 seconds, or 5 seconds, or other values.

[0085] In some implementations, before executing S301 , it is determined that a torque redistribution function is turned on, and the torque redistribution function is used to determine the second torque distribution ratio.

[0086] In some implementations, when the first motor and the second motor execute torque distribution according to a second torque distribution ratio and it is detected that a first stability function for adjusting the chassis stability of the vehicle is activated, the torque of the first motor and the torque of the second motor are controlled to be restored to a basic torque within a first time period; wherein the basic torque is the torque of the first motor and the second motor before the torque is distributed according to the second torque distribution ratio.

[0087] Exemplarily, the first stability function may be one or more of the chassis stability functions in the above embodiments. The first duration may be determined according to a preset steering characteristic, for example, the first duration may be 1 second, or 3 seconds, or may be other durations.

[0088] In some implementations, before executing S301, when it is detected that the second stability function for adjusting the chassis stability of the vehicle changes from running to off, the steering characteristics of the vehicle when the second stability function is off are obtained. Within the second time period, the torque of the first motor and the torque of the second motor are adjusted according to the steering characteristics so that the vehicle maintains the steering characteristics. At the end of the second time period, S301 is executed.

[0089] Exemplarily, the second stability function may be one or more of the chassis stability functions in the above-mentioned embodiments. The second duration may be determined according to a preset steering characteristic, for example, the second duration may be 1 second, or 3 seconds, or may also be other durations.

[0090] The torque control method provided in the embodiment of the present application builds a vehicle model based on a preset steering characteristic, and then determines a first torque distribution ratio based on the vehicle model and the actual steering wheel angle and speed of the vehicle. When the vehicle is heavily worn or the road conditions differ greatly from the vehicle model, the first torque distribution ratio can be adjusted or corrected according to the actual yaw rate of the vehicle, thereby compensating for the influence of the road surface conditions, weather conditions, and the wear of the vehicle itself on the torque distribution, improving the rationality and accuracy of the driving / braking torque distributed between the driving motors, and thus improving the maneuverability and driving stability of the vehicle. In the process of torque distribution, if the torque difference between the front and rear axle motors is too large, it may cause relatively large slippage of the front and rear wheels. Therefore, the torque distributed to the first motor and the second motor is further adjusted according to the actual speed difference between the axles, which helps to control the speed difference between the front and rear axles, realize slip pre-control, and improve the driving stability of the vehicle.

[0091] Figure 4 The schematic diagram of the overall process of the torque control method provided by the embodiment of the present application is shown. The method can be Figure 1 The main control module shown in the figure can also be executed by Figure 2 The control module 230 shown executes the method 400. The method 400 may be regarded as an extension of the method 300 or a variation of the method 300. The method 400 may include S401 to S408.

[0092] S401, determining that the vehicle is started or the vehicle is running in a preset mode.

[0093] For example, S402 is executed after the vehicle is started, or S402 is executed when the vehicle is driving in a preset mode, wherein the preset mode may be a sports mode, or other driving modes that are more responsive to driver input.

[0094] S402, determining whether the torque redistribution function is enabled.

[0095] If the torque redistribution function is turned on, execute S403; otherwise, execute S408.

[0096] In some possible implementations, the driver can be prompted through a display device when the torque redistribution function is turned on or off. The display device may include an on-board display screen and a projection display screen. The on-board display screen is a physical display screen, such as a digital instrument screen, a central control screen, etc. The projection display screen may include a head-up display (HUD), also known as a head-up display system, which can be used to display information on whether the torque redistribution function is turned on on a display device in front of the driver (such as a windshield), so as to reduce the driver's line of sight diversion time, avoid pupil changes caused by the driver's line of sight diversion, and improve driving safety and comfort.

[0097] S403, the torque redistribution function is on standby.

[0098] Exemplarily, when the steering wheel is in the return position, S403 is executed. When the steering wheel deviates from the return position, S404 is executed.

[0099] In some implementations, after executing S402, S403 may be skipped and S404 may be executed directly.

[0100] S404: Determine whether a preset condition for executing torque redistribution is met.

[0101] If the preset condition for torque redistribution is met, execute S405; otherwise, execute S406.

[0102] For example, the preset conditions may include: ① the chassis stability function is not turned on; ② the duration of the vehicle speed exceeding the speed threshold exceeds the duration threshold, and the steering wheel angle exceeds the angle threshold. When both ① and ② are met, it is determined that the preset conditions for torque redistribution are met, otherwise it is considered that the preset conditions for torque redistribution are not met.

[0103] S405, executing torque redistribution.

[0104] Exemplarily, the specific process of performing torque redistribution may refer to the description in method 300, for example, may refer to the description of the method for determining the second torque distribution ratio in method 300, which will not be repeated here.

[0105] S406, determining whether the chassis stability function is activated or exited.

[0106] Among them, the chassis stability function being activated can be understood as the process of the chassis stability function changing from being off to being activated; the chassis stability function being off can be understood as the process of the chassis stability function changing from being on or running to being off. The chassis stability function not being activated or exited can be understood as the chassis stability function being in running state, or the chassis stability function being off state.

[0107] If it is determined that the chassis stability function is activated or exited, execute S407; otherwise, execute S408.

[0108] S407, adjusting the torque according to whether the chassis stability function is activated or exited.

[0109] Exemplarily, the chassis stability function may include the first stability function or the second stability function in method 300 . The specific method of adjusting the torque according to whether the chassis stability function is started or exited may refer to the description in method 300 , which will not be repeated here.

[0110] S408, performing conventional control on the torque.

[0111] The conventional control of torque may include torque control when the torque redistribution function is not used, for example, distributing torque to the front and rear axle drive motors based on a fixed distribution ratio, or controlling the front and rear axle motors based on a chassis stability function.

[0112] Figure 5 The control logic diagram of the torque control method provided by the embodiment of the present application is shown. Exemplarily, the offline model feedforward control module stores preset information of the reference torque distribution ratio corresponding to the steering wheel angle and vehicle speed determined based on the preset steering characteristics, or the offline model feedforward control module can optimize the preset steering characteristics as the optimization target to obtain the reference yaw angular velocity and reference torque distribution ratio corresponding to different vehicle speeds and steering wheel angles. Therefore, the actual steering wheel angle and vehicle speed of the vehicle determined according to the driver's input are input into the offline model feedforward control module, and the torque distribution ratio 1 can be obtained.

[0113] Exemplarily, the preset information may be determined based on an ideal vehicle body state or fixed vehicle body parameters, and an ideal road surface state or a fixed road surface state. However, when the vehicle is actually driving, the vehicle body state and / or road surface state are different from the vehicle body state and / or road surface state used to determine the preset information, so that the steering wheel angle, vehicle speed and torque distribution ratio 1 do not match, that is, after the torque is distributed to the front and rear axle drive motors based on the torque distribution ratio 1, the understeering or oversteering of the vehicle can be reduced, but the result of reducing the understeering or oversteering based on the torque distribution ratio 1 cannot meet the preset target. Therefore, the compensation amount for the torque distribution ratio 1 can be determined based on the actual yaw rate and the reference yaw rate of the vehicle. For example, the actual steering wheel angle and vehicle speed of the vehicle determined according to the driver input are input into the vehicle dynamics model, and the reference yaw rate 1 can be obtained. The difference between the actual yaw rate and the reference yaw rate is input into the yaw feedback control module to obtain the compensation ratio, which can indicate the torque ratio transferred from the front drive shaft to the rear drive shaft. The torque distribution ratio 2 obtained by adding the torque distribution ratio 1 and the compensation ratio is input into the vehicle control system, and the vehicle control system distributes torque to the front and rear axle drive motors based on the torque distribution ratio 2 and the actual required torque.

[0114] Further, the steering wheel angle, the vehicle speed and the actual yaw rate are input into the vehicle kinematic model to obtain the reference shaft speed difference, and the difference between the reference shaft speed difference and the actual speed difference is input into the slip feedback control module to obtain the torque transfer amount, which can indicate the torque transferred from the front drive shaft to the rear drive shaft. The torque distribution ratio 2 determined according to the torque distribution ratio 1, the compensation ratio and the torque transfer amount is input into the vehicle control system, and the vehicle control system distributes the torque to the front and rear drive motors based on the torque distribution ratio 2 and the actual required torque. Alternatively, the torque distribution ratio 1, the compensation ratio and the torque transfer amount 2 determine the compensation torque, which indicates the torque that the front drive shaft needs to transfer to the rear drive shaft based on the basic torque, or the torque that the rear drive shaft needs to transfer to the front drive shaft based on the basic torque, and the vehicle control system reduces the torque allocated to the front drive motor based on the compensation torque and increases the torque allocated to the rear drive motor, or the vehicle control system reduces the torque allocated to the rear drive motor based on the compensation torque and increases the torque allocated to the front drive motor.

[0115] Exemplarily, torque distribution ratio 1 may be an example of the aforementioned first torque distribution ratio, torque distribution ratio 2 may be an example of the aforementioned second torque distribution ratio, and the compensation ratio may be an example of a proportional value increased or decreased on the basis of the aforementioned first torque distribution ratio.

[0116] Figure 6The schematic diagram shows the change of the torque distributed between the front and rear axle drive motors as the vehicle operating conditions change when the torque is controlled by the torque control method provided in the embodiment of the present application. Figure 6 As shown, it is assumed that when the torque redistribution function is not running, the torque is distributed to the front and rear axle drive motors according to a fixed distribution ratio of 1:1, that is, the basic torque distributed to the front and rear axle drive motors is equal. And before time 1, the torque redistribution function is in a standby state. At time 0, the steering wheel angle begins to increase gradually. If the steering wheel angle exceeds the preset threshold at time 1, the torque redistribution function starts to run at time 1, and the torque of the rear axle drive motor is transferred to the front axle drive motor based on the steering wheel angle, for example, the torque is distributed to the front and rear axle drive motors according to the second torque distribution ratio. When the front and rear axle drive torques differ too much, resulting in a large difference in the speed of the front and rear axles (such as time 2), slip pre-control is performed, for example, the torque is distributed to the front and rear axle drive motors according to the second torque distribution ratio and the actual speed difference between the axles. At time 3, the chassis stability function starts to run, and the torque of the front and rear drive motors is controlled to recover to the basic torque within a certain period of time. At time 4, when the chassis stability function is exited, the torque of the front and rear drive motors is controlled to increase within a certain time (such as the time between time 4 and time 5) to a size that can keep the vehicle's steering characteristics when the chassis stability function is exited. Further, starting at time 5, the torque of the rear axle drive motor is continuously transferred to the front axle drive motor based on the steering wheel angle, for example, the torque is distributed to the front and rear axle drive motors according to the second torque distribution ratio. At time 6, the steering wheel angle drops to 0, and the torque redistribution function returns to the standby state.

[0117] In the various embodiments of the present application, unless otherwise specified or logically conflicting, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0118] Combined with the above Figures 2 to 6 The fault detection method provided by the embodiment of the present application is described in detail. Figure 7 and Figure 8 The torque control device provided by the embodiment of the present application is described in detail. It should be understood that the description of the torque control device embodiment corresponds to the description of the method embodiment, so the contents not described in detail can be referred to the method embodiment above, and will not be repeated here for the sake of brevity.

[0119] Figure 7 A schematic block diagram of a torque control device 700 provided in an embodiment of the present application is shown. The device 700 may include a Figure 3 Furthermore, each unit in the device 700 is used to implement Figure 3 The corresponding process of the method embodiment in FIG.

[0120] Specifically, the device 700 includes an acquisition unit 710 and a processing unit 720, wherein the acquisition unit 710 is used to: when the steering wheel angle of the vehicle is greater than or equal to a steering angle threshold, acquire a first torque distribution ratio and a reference yaw angular velocity, the first torque distribution ratio and the reference yaw angular velocity are determined according to the steering wheel angle, the real-time speed of the vehicle and a preset steering characteristic; the processing unit 720 is used to: correct the first torque distribution ratio according to the actual yaw angular velocity and the reference yaw angular velocity of the vehicle to obtain a second torque distribution ratio; and, according to the second torque distribution ratio, distribute torque to the first motor and the second motor of the vehicle, the first motor and the second motor being used to drive the front drive shaft and the rear drive shaft of the vehicle, respectively.

[0121] In some implementations, the processing unit 720 is used to distribute torque to the first motor and the second motor of the vehicle according to the second torque distribution ratio and the actual inter-axle speed difference of the vehicle.

[0122] In some implementations, the processing unit 720 is also used to: determine a reference axle-axle speed difference based on the actual yaw angular velocity and the real-time speed, the reference axle-axle speed difference being an axle-axle speed difference that makes the vehicle slip rate less than or equal to a slip rate threshold; determine a torque transfer amount between the front drive shaft and the rear drive shaft based on the actual axle-axle speed difference when the difference between the reference axle-axle speed difference and the actual axle-axle speed difference of the vehicle is greater than or equal to a first threshold; determine a first torque to be allocated to the first motor and a second torque to be allocated to the second motor based on a second torque distribution ratio; determine a third torque to be allocated to the first motor based on the torque transfer amount and the first torque, and determine a fourth torque to be allocated to the second motor based on the torque transfer amount and the second torque.

[0123] In some implementations, the acquisition unit 710 is used to: acquire a first torque distribution ratio and a reference yaw angular velocity when the real-time speed is greater than or equal to the speed threshold for a duration greater than or equal to the duration threshold, and the steering wheel angle is greater than or equal to the angle threshold.

[0124] In some implementations, the device further includes a determining unit for determining that a torque redistribution function is turned on before the acquiring unit 710 acquires the first torque distribution ratio and the reference yaw angular velocity, and the torque redistribution function is used to determine a second torque distribution ratio.

[0125] In some implementations, the processing unit 720 is also used to: when the first motor and the second motor execute the torque allocated according to the second torque distribution ratio, and when it is detected that the first stability function for adjusting the chassis stability of the vehicle is started, control the torque of the first motor and the torque of the second motor to recover to the basic torque within a first time length; wherein the basic torque is the torque of the first motor and the second motor before executing the torque allocated according to the second torque distribution ratio.

[0126] In some implementations, before the acquisition unit 710 acquires the first torque distribution ratio and the reference yaw angular velocity, the acquisition unit 710 is also used to: when it is detected that the second stability function for adjusting the chassis stability of the vehicle changes from on or running to off, acquire the steering characteristics of the vehicle when the second stability function is turned off; the processing unit 720 is also used to: within the second time period, adjust the torque of the first motor and the torque of the second motor according to the steering characteristics so that the vehicle maintains the steering characteristics; the acquisition unit 710 is used to: at the end of the second time period, acquire the first torque distribution ratio and the reference yaw angular velocity.

[0127] Exemplarily, the acquisition unit 710 and the processing unit 720 may be arranged in Figure 1 In the main control module 110 shown in FIG. 1 , or the acquisition unit 710 and the processing unit 720 may be arranged Figure 2 In the control module 230 shown, more specifically, the acquisition unit 710 and the processing unit 720 may be arranged in the submodule 231 in the control module 230. Exemplarily, the operations performed by the acquisition unit 710 and the processing unit 720 may be performed by one processor, or may be performed by different processors.

[0128] In an embodiment of the present application, a processor is a circuit with a signal processing capability. In one implementation, the processor can realize certain functions through the logical relationship of a hardware circuit, and the logical relationship of the hardware circuit is fixed or reconfigurable, such as a hardware circuit implemented by a processor as an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field programmable gate array (FPGA). In a reconfigurable hardware circuit, the processor loads a configuration document to implement the process of hardware circuit configuration, which can be understood as a process in which the processor loads instructions to implement the functions of some or all of the above units. In addition, it can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), a tensor processing unit (TPU), a deep learning processing unit (DPU), etc.

[0129] In the specific implementation process, the various units in the above device can be fully or partially integrated together, or can also be implemented independently. In one implementation, these units are integrated together and implemented in the form of a system-on-a-chip (SoC).

[0130] Figure 8 It is another schematic block diagram of the torque control device provided in an embodiment of the present application. Figure 8 The torque control device 800 shown may include: a processor 810, a transceiver 820, and a memory 830. The processor 810, the transceiver 820, and the memory 830 are connected via an internal connection path, the memory 830 is used to store instructions, and the processor 810 is used to execute the instructions stored in the memory 830 to implement the methods in the above embodiments. Optionally, the memory 830 may be coupled to the processor 810 via an interface, or may be integrated with the processor 810.

[0131] It should be noted that the transceiver 820 may include but is not limited to a transceiver device such as an input / output interface to achieve communication between the device 800 and other devices or a communication network.

[0132] The memory 830 may be a volatile memory and / or a non-volatile memory. Among them, the non-volatile memory may be a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may be a random access memory (RAM). For example, RAM may be used as an external cache. As an example and not limitation, RAM includes the following forms: static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous connection dynamic random access memory (SLDRAM) and direct rambus RAM (DR RAM).

[0133] The transceiver 820 uses a transceiver device such as but not limited to a transceiver to implement communication between the device 810 and other devices or communication networks to receive / send data / information used to implement the methods in the above embodiments.

[0134] An embodiment of the present application further provides a computing platform, which includes the torque control device 700 or the torque control device 800 in the above embodiment.

[0135] An embodiment of the present application also provides a vehicle, which includes the computing platform in the above embodiment; or, the vehicle includes the torque control device 700 or the torque control device 800 in the above embodiment.

[0136] Fig. 9 FIG. 1 shows a schematic block diagram of an intelligent driving device provided in an embodiment of the present application. Fig. 9 As shown, the intelligent driving device 1000 includes a computing platform 1050, and the computing platform 1050 may include processors 1051 to 105n. Exemplarily, the processors 1051 to 105n may be, for example, a CPU, a microprocessor, a GPU, or a digital signal processor (DSP). The above-mentioned device 700 or device 800 may be arranged in one or more processors of the computing platform 1050. Optionally, the intelligent driving device 1000 may also include a perception system 1020, and the perception system 1020 may include a sensor for obtaining the driving parameters of the intelligent driving device, for example, including but not limited to a wheel speed detector and an IMU.

[0137] The intelligent driving devices involved in the embodiments of the present application may include road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, the intelligent driving device may be a vehicle, which is a vehicle in a broad sense, and may be a vehicle (such as a commercial vehicle, a passenger car, a motorcycle, a flying car, a train, etc.), an industrial vehicle (such as a forklift, a trailer, a tractor, etc.), an engineering vehicle (such as an excavator, a bulldozer, a crane, etc.), agricultural equipment (such as a lawn mower, a harvester, etc.), amusement equipment, a toy vehicle, etc. The embodiments of the present application do not specifically limit the type of vehicle.

[0138] Exemplarily, taking the intelligent driving device as a vehicle as an example, the computing platform may include any of the following: VDC, advanced driving domain controller (ADC), cockpit domain controller (CDC). For another example, the computing platform may also include but is not limited to: in-car application server (ICAS) controller, BDC, special equipment system (SAS), media graphics unit (MGU), body super core (BSC), advanced driving assistant system super core (ADASsuper core). Among them, ICAS may include at least one of the following: vehicle control server ICAS1, intelligent driving server ICAS2, intelligent cockpit server ICAS3, infotainment server ICAS4.

[0139] An embodiment of the present application further provides a computer program product, which includes a computer program code. When the computer program code runs on a computer, the computer implements the methods in the above embodiments of the present application.

[0140] An embodiment of the present application further provides a computer-readable storage medium, which stores computer instructions. When the computer instructions are executed on a computer, the computer implements the methods in the above embodiments of the present application.

[0141] An embodiment of the present application also provides a chip, including a circuit, for executing the methods in the above embodiments of the present application.

[0142] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0143] In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B; "and / or" in this article is a kind of association relationship that describes associated objects, indicating that three relationships can exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In this application, "at least one" means one or more, and "multiple" means two or more. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single items or plural items. For example, at least one of a, b, or c can mean: a, b, c, ab, ac, bc, or abc, where a, b, c can be single or multiple.

[0144] The prefixes such as "first" and "second" used in the embodiments of the present application are only used to distinguish different description objects, and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of prefixes such as ordinal numbers used to distinguish description objects in the embodiments of the present application does not constitute a limitation on the described objects. For the statement of the described objects, please refer to the description in the context of the claims or embodiments, and the use of such prefixes should not constitute an unnecessary limitation.

[0145] In the several embodiments provided in the present application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0146] In the various embodiments of the present application, unless otherwise specified or logically conflicting, the terms and / or descriptions between the various embodiments are consistent and can be referenced to each other, and the technical features in different embodiments can be combined to form new embodiments according to their inherent logical relationships.

[0147] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0148] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0149] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A torque control method, characterized in that: include: When the steering wheel angle of the vehicle is greater than or equal to the angle threshold, obtaining a first torque distribution ratio and a reference yaw rate, wherein the first torque distribution ratio and the reference yaw rate are determined according to the steering wheel angle, the real-time speed of the vehicle and a preset steering characteristic; The first torque distribution ratio and the reference yaw rate are determined according to the steering wheel angle, the real-time speed of the vehicle and a preset steering characteristic, including: taking the preset steering characteristic as an optimization target, obtaining reference yaw rates and first torque distribution ratios corresponding to different speeds and different steering wheel angles; The preset steering characteristics are used to indicate the following parameters: the steering angle required for the vehicle at different speeds; Correcting the first torque distribution ratio to obtain a second torque distribution ratio according to the actual yaw rate of the vehicle and the reference yaw rate; Torque is distributed to a first motor and a second motor of the vehicle according to the second torque distribution ratio, the first motor and the second motor being used to drive a front drive shaft and a rear drive shaft of the vehicle, respectively.

2. The method according to claim 1, characterized in that The distributing torque to the first motor and the second motor of the vehicle according to the second torque distribution ratio includes: Torque is distributed to the first motor and the second motor according to the second torque distribution ratio and an actual inter-axle speed difference of the vehicle.

3. The method according to claim 2, characterized in that The method further comprises: determining a reference inter-axle speed difference according to the actual yaw rate and the real-time speed, wherein the reference inter-axle speed difference is an inter-axle speed difference that makes the slip rate of the vehicle less than or equal to a slip rate threshold; When a difference between the reference inter-axle speed difference and the actual inter-axle speed difference is greater than or equal to a first threshold, determining a torque transfer amount between the front drive shaft and the rear drive shaft according to the actual inter-axle speed difference; Allocating torque to a first motor and a second motor of the vehicle according to the second torque allocation ratio and an actual inter-axle speed difference of the vehicle includes: Determining a first torque allocated to the first motor and a second torque allocated to the second motor according to the second torque allocation ratio; A third torque is allocated to the first motor according to the torque transfer amount and the first torque, and a fourth torque is allocated to the second motor according to the torque transfer amount and the second torque.

4. The method according to any one of claims 1 to 3, characterized in that The obtaining of the first torque distribution ratio and the reference yaw angular velocity comprises: When the duration that the real-time speed is greater than or equal to the speed threshold is greater than or equal to the duration threshold, and the steering wheel angle is greater than or equal to the angle threshold, the first torque distribution ratio and the reference yaw angular velocity are obtained.

5. The method according to any one of claims 1 to 4, characterized in that Before obtaining the first torque distribution ratio and the reference yaw angular velocity, the method further includes: It is determined that a torque redistribution function is turned on, and the torque redistribution function is used to determine the second torque distribution ratio.

6. The method according to any one of claims 1 to 5, characterized in that The method further comprises: When the first motor and the second motor perform torque distribution according to the second torque distribution ratio and a first stability function for adjusting chassis stability of the vehicle is detected to be activated, controlling the torque of the first motor and the torque of the second motor to be restored to a basic torque within a first time period; The basic torque is the torque of the first motor and the second motor before the torque is distributed according to the second torque distribution ratio.

7. The method according to any one of claims 1 to 6, characterized in that Before obtaining the first torque distribution ratio and the reference yaw angular velocity, the method further includes: When detecting that a second stability function for adjusting chassis stability of the vehicle changes from being turned on or running to being turned off, obtaining a steering characteristic of the vehicle when the second stability function is turned off; During a second time period, adjusting the torque of the first motor and the torque of the second motor according to the steering characteristic so that the vehicle maintains the steering characteristic; The obtaining of the first torque distribution ratio and the reference yaw angular velocity comprises: At the end of the second time period, the first torque distribution ratio and the reference yaw angular velocity are obtained.

8. A torque control device, characterized in that: The device comprises: an acquisition unit, for acquiring a first torque distribution ratio and a reference yaw rate when a steering wheel angle of the vehicle is greater than or equal to a steering angle threshold, wherein the first torque distribution ratio and the reference yaw rate are determined according to the steering wheel angle, the real-time speed of the vehicle and a preset steering characteristic; the first torque distribution ratio and the reference yaw rate are determined according to the steering wheel angle, the real-time speed of the vehicle and a preset steering characteristic, including: taking the preset steering characteristic as an optimization target, acquiring the reference yaw rate and the first torque distribution ratio corresponding to different speeds and different steering wheel angles; the preset steering characteristic is used to indicate the following parameters: the steering angle required for the vehicle at different speeds; A processing unit is used to correct the first torque distribution ratio to obtain a second torque distribution ratio according to the actual yaw rate of the vehicle and the reference yaw rate; and to distribute torque to the first motor and the second motor of the vehicle according to the second torque distribution ratio, the first motor and the second motor being used to drive the front drive shaft and the rear drive shaft of the vehicle respectively.

9. The device according to claim 8, characterized in that The processing unit is used for: Torque is distributed to the first motor and the second motor according to the second torque distribution ratio and an actual inter-axle speed difference of the vehicle.

10. The device according to claim 9, characterized in that The processing unit is also used for: determining a reference inter-axle speed difference according to the actual yaw rate and the real-time speed, wherein the reference inter-axle speed difference is an inter-axle speed difference that makes the slip rate of the vehicle less than or equal to a slip rate threshold; When a difference between the reference inter-axle speed difference and the actual inter-axle speed difference is greater than or equal to a first threshold, determining a torque transfer amount between the front drive shaft and the rear drive shaft according to the actual inter-axle speed difference; Determining a first torque allocated to the first motor and a second torque allocated to the second motor according to the second torque allocation ratio; A third torque is allocated to the first motor according to the torque transfer amount and the first torque, and a fourth torque is allocated to the second motor according to the torque transfer amount and the second torque.

11. The device according to any one of claims 8 to 10, characterized in that The acquisition unit is used for: When the duration that the real-time speed is greater than or equal to the speed threshold is greater than or equal to the duration threshold, and the steering wheel angle is greater than or equal to the angle threshold, the first torque distribution ratio and the reference yaw angular velocity are obtained.

12. The device according to any one of claims 8 to 11, characterized in that The device further includes a determining unit, configured to: before the acquiring unit acquires the first torque distribution ratio and the reference yaw angular velocity, determine that a torque redistribution function is turned on, wherein the torque redistribution function is used to determine the second torque distribution ratio.

13. The device according to any one of claims 8 to 12, characterized in that The processing unit is also used for: When the first motor and the second motor execute the torque distributed according to the second torque distribution ratio and it is detected that the first stability function for adjusting the chassis stability of the vehicle is started, the torque of the first motor and the torque of the second motor are controlled to be restored to the basic torque within a first time period; wherein the basic torque is the torque of the first motor and the second motor before the torque distributed according to the second torque distribution ratio is executed.

14. The device according to any one of claims 8 to 13, characterized in that Before the acquiring unit acquires the first torque distribution ratio and the reference yaw angular velocity, the acquiring unit is further configured to: When detecting that a second stability function for adjusting chassis stability of the vehicle changes from being turned on or running to being turned off, obtaining a steering characteristic of the vehicle when the second stability function is turned off; The processing unit is further configured to: adjust the torque of the first motor and the torque of the second motor according to the steering characteristic within a second time period, so that the vehicle maintains the steering characteristic; The acquisition unit is used for: At the end of the second time period, the first torque distribution ratio and the reference yaw angular velocity are obtained.

15. A torque control device, characterized in that: include: Memory for storing computer programs; A processor, configured to execute the computer program stored in the memory, so that the apparatus performs the method according to any one of claims 1 to 7.

16. A vehicle, characterized in that: The vehicle comprises a device as claimed in any one of claims 8 to 15.

17. A computer-readable storage medium, characterized in that: Instructions are stored thereon, and when the instructions are executed by a processor, the processor implements the method according to any one of claims 1 to 7.

18. A chip, characterized in that: The chip comprises a circuit for executing the method according to any one of claims 1 to 7.

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