Vehicle torque adjustment method, device and electronic device

Abstract

The application discloses a vehicle torque adjustment method and device and electronic equipment, and relates to the technical field of vehicles. The method comprises the following steps: acquiring driving data of a vehicle, wherein the driving data is used to represent the driving state of the vehicle; in response to the driving data meeting a target condition, determining a target feedforward torque based on the axle load of the rear axle of the vehicle, the road adhesion coefficient, the correction coefficient and the target longitudinal force; determining a target slip ratio based on the target feedforward torque, wherein the target slip ratio comprises a first slip ratio of an inner rear wheel and a second slip ratio of an outer rear wheel; and adjusting the slip ratio of the vehicle based on the target slip ratio, so as to adjust the wheel torque based on the adjustment of the slip ratio. The application solves the technical problems of slow response, complex control logic and low precision in the related art.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and more specifically, to a vehicle torque adjustment method, device, and electronic device. Background Technology

[0002] Reducing the turning radius is crucial for vehicle operation. It helps avoid collisions with other vehicles or obstacles, makes turning smoother and more efficient, improves driving efficiency, reduces vehicle wear and tear, extends vehicle lifespan, and enhances vehicle stability, minimizing the risk of roll and loss of control. Therefore, reducing the turning radius is of great significance for improving driving safety and efficiency.

[0003] Currently, there are many control strategies for reducing the turning radius. For example, the turning radius can be reduced by changing the position of the turning center through the rear wheel steering function; the slip ratio of the front and rear axles can be controlled by using off-road cruise control with differential locks to enable the vehicle to make smaller turns; and the slip ratio of a single wheel can be controlled by using distributed drive four-motor torque vector control to achieve agile steering function.

[0004] However, in existing technologies, yaw rate is used as the target value to indirectly control the turning radius of the vehicle. Yaw rate has problems such as slow response, complex control logic, and limitations due to the accuracy of the yaw rate sensor.

[0005] There is currently no effective solution to the above problems. Summary of the Invention

[0006] This invention provides a vehicle torque adjustment method, device, and electronic device to at least solve the technical problems of slow response, complex control logic, and low accuracy in related technologies.

[0007] According to one embodiment of the present invention, a vehicle torque adjustment method is provided, comprising: acquiring vehicle driving data, wherein the driving data is used to represent the driving state of the vehicle; in response to the driving data satisfying a target condition, determining a target feedforward torque based on the vehicle's rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force, wherein the target condition is used to indicate that the vehicle is in a turning state and the wheel torque is adjustable, the correction coefficient is used to correct the axle load transfer generated when the vehicle turns, the target longitudinal force is the longitudinal force of the inner rear wheel when the vehicle turns, and the target feedforward torque includes a first feedforward torque of the inner rear wheel and a second feedforward torque of the outer rear wheel when the vehicle turns, wherein the first feedforward torque and the second feedforward torque have opposite positive and negative values; determining a target slip ratio based on the target feedforward torque, wherein the target slip ratio includes a first slip ratio of the inner rear wheel and a second slip ratio of the outer rear wheel; and adjusting the vehicle's slip ratio based on the target slip ratio, thereby adjusting the wheel torque accordingly based on the slip ratio adjustment.

[0008] Optionally, the driving data includes first driving data and second driving data. In response to the driving data meeting the target conditions, determining the target feedforward torque based on the vehicle's rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force includes: determining a first driving state of the vehicle based on the first driving data, wherein the first driving data includes the vehicle's drive data, single-wheel drive capability value, gear data, electronic parking brake operation data, and activation data of the automatic parking assist system; in response to the first driving state meeting the first condition, determining a second driving state of the vehicle based on the second driving data, wherein the second driving data includes the vehicle's turning radius adjustment mode enable activation data, vehicle speed, and steering wheel angle; and in response to the second driving state meeting the second condition, determining the target feedforward torque based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force.

[0009] Optionally, in response to the first driving state satisfying the first condition, determining the second driving state of the vehicle based on the second driving data includes: in response to the first driving state indicating that the vehicle is in a driving state, the single-wheel driving capability value is greater than the preset driving capability value, the gear is in a driving gear, the electronic parking brake is in an unlocked state, and the automatic parking assist system is in an inactive state, determining the second driving state based on the second driving data.

[0010] Optionally, in response to the second driving state satisfying the second condition, determining the target feedforward torque based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force includes: in response to the second driving state indicating that the turning radius adjustment mode is enabled, the vehicle speed is less than the preset vehicle speed, and the steering wheel angle is greater than the first steering wheel angle, determining the target feedforward torque based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force.

[0011] Optionally, determining the target feedforward torque based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force includes: determining a first feedforward torque based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force; and determining a second feedforward torque based on the first feedforward torque.

[0012] Optionally, determining the target slip ratio based on the target feedforward torque includes: applying feedforward torque to the inner rear wheel based on the first feedforward torque, and applying feedforward torque to the outer rear wheel based on the second feedforward torque; after applying the feedforward torque, determining the target slip ratio based on the vehicle speed, the preset vehicle speed, the steering wheel angle, and the second steering wheel angle.

[0013] Optionally, adjusting the vehicle's slip ratio based on the target slip ratio includes: determining the slip ratio of the inner rear wheel based on the first wheel speed of the inner rear wheel and the vehicle speed, and determining the slip ratio of the outer rear wheel based on the second wheel speed of the outer rear wheel and the vehicle speed; adjusting the slip ratio of the inner rear wheel based on the first slip ratio, and adjusting the slip ratio of the outer rear wheel based on the second slip ratio.

[0014] Optionally, adjusting the slip ratio of the inner rear wheel based on the first slip ratio and adjusting the slip ratio of the outer rear wheel based on the second slip ratio includes: in response to the inner rear wheel slip ratio being greater than the first slip ratio, determining a first difference between the inner rear wheel slip ratio and the first slip ratio, and lowering the inner rear wheel slip ratio based on the first difference; in response to the inner rear wheel slip ratio being less than the first slip ratio, determining a second difference between the inner rear wheel slip ratio and the first slip ratio, and increasing the inner rear wheel slip ratio based on the second difference; in response to the outer rear wheel slip ratio being greater than the second slip ratio, determining a third difference between the outer rear wheel slip ratio and the second slip ratio, and lowering the outer rear wheel slip ratio based on the third difference; in response to the outer rear wheel slip ratio being less than the second slip ratio, determining a fourth difference between the outer rear wheel slip ratio and the second slip ratio, and increasing the outer rear wheel slip ratio based on the fourth difference.

[0015] Optionally, the method further includes: adjusting the wheel torque based on a preset adjustment range and torque reference table in response to driving data not meeting the target conditions or the vehicle's yaw rate being greater than a preset yaw rate.

[0016] Optionally, the method further includes: setting target parameters in response to driving data meeting target conditions, wherein the target parameters are used to prevent the intervention flag from jittering.

[0017] According to one embodiment of the present invention, a vehicle torque adjustment device is also provided, comprising: an acquisition module for acquiring vehicle driving data, wherein the driving data represents the driving state of the vehicle; a first determination module for determining a target feedforward torque based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force of the vehicle in response to the driving data satisfying a target condition, wherein the target condition indicates that the vehicle is in a turning state and the wheel torque is adjustable, the correction coefficient is used to correct the axle load transfer generated when the vehicle turns, the target longitudinal force is the longitudinal force of the inner rear wheel when the vehicle turns, and the target feedforward torque includes a first feedforward torque of the inner rear wheel and a second feedforward torque of the outer rear wheel when the vehicle turns, wherein the first feedforward torque and the second feedforward torque have opposite positive and negative values; a second determination module for determining a target slip ratio based on the target feedforward torque, wherein the target slip ratio includes a first slip ratio of the inner rear wheel and a second slip ratio of the outer rear wheel; and an adjustment module for adjusting the slip ratio of the vehicle based on the target slip ratio, thereby adjusting the wheel torque accordingly based on the slip ratio adjustment.

[0018] Optionally, the first determining module is further configured to determine a first driving state of the vehicle based on first driving data, wherein the first driving data includes the vehicle's driving data, single-wheel drive capability value, gear data, electronic parking brake operation data, and activation data of the automatic parking assist system; in response to the first driving state satisfying a first condition, determine a second driving state of the vehicle based on second driving data, wherein the second driving data includes the vehicle's turning radius adjustment mode enable activation data, vehicle speed, and steering wheel angle; in response to the second driving state satisfying a second condition, determine a target feedforward torque based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force.

[0019] Optionally, the first determining module is further configured to determine a second driving state based on the second driving data in response to the first driving state indicating that the vehicle is in a driving state, the single-wheel driving capability value is greater than the preset driving capability value, the gear is in a driving gear, the electronic parking brake is in an unlocked state, and the automatic parking assist system is in an inactive state.

[0020] Optionally, the first determining module is further configured to determine the target feedforward torque based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force in response to the second driving state indicating that the turning radius adjustment mode is enabled, the vehicle speed is less than the preset vehicle speed, and the steering wheel angle is greater than the first steering wheel angle.

[0021] Optionally, the first determining module is further configured to determine a first feedforward torque based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force; and to determine a second feedforward torque based on the first feedforward torque.

[0022] Optionally, the second determining module is further configured to apply a feedforward torque to the inner rear wheel based on the first feedforward torque, and to apply a feedforward torque to the outer rear wheel based on the second feedforward torque; after applying the feedforward torque, a target slip ratio is determined based on the vehicle speed, a preset vehicle speed, the steering wheel angle, and the second steering wheel angle.

[0023] Optionally, the adjustment module is also used to determine the slip ratio of the inner rear wheel based on the first wheel speed of the inner rear wheel and the vehicle speed, and to determine the slip ratio of the outer rear wheel based on the second wheel speed of the outer rear wheel and the vehicle speed; to adjust the slip ratio of the inner rear wheel based on the first slip ratio, and to adjust the slip ratio of the outer rear wheel based on the second slip ratio.

[0024] Optionally, the adjustment module is further configured to, in response to the inner rear wheel slip ratio being greater than the first slip ratio, determine a first difference between the inner rear wheel slip ratio and the first slip ratio, and adjust the inner rear wheel slip ratio downwards based on the first difference; in response to the inner rear wheel slip ratio being less than the first slip ratio, determine a second difference between the inner rear wheel slip ratio and the first slip ratio, and adjust the inner rear wheel slip ratio upwards based on the second difference; in response to the outer rear wheel slip ratio being greater than the second slip ratio, determine a third difference between the outer rear wheel slip ratio and the second slip ratio, and adjust the outer rear wheel slip ratio downwards based on the third difference; and in response to the outer rear wheel slip ratio being less than the second slip ratio, determine a fourth difference between the outer rear wheel slip ratio and the second slip ratio, and adjust the outer rear wheel slip ratio upwards based on the fourth difference.

[0025] Optionally, the adjustment module is also used to adjust the wheel torque based on a preset adjustment range and torque reference table in response to driving data not meeting target conditions or the vehicle's yaw rate being greater than a preset yaw rate.

[0026] Optionally, the adjustment module is also used to set target parameters in response to the driving data meeting the target conditions, wherein the target parameters are used to prevent the intervention flag from jittering.

[0027] According to one embodiment of the present invention, a computer-readable storage medium is also provided, wherein the storage medium stores a computer program, wherein the computer program is configured to execute the vehicle torque adjustment method described above when run on a computer or processor.

[0028] According to one embodiment of the present invention, a computer program product is also provided, including a computer program that, when executed by a processor, implements the vehicle torque adjustment method in the embodiments of the present invention.

[0029] According to one embodiment of the present invention, an electronic device is also provided, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the vehicle torque adjustment method described in any of the preceding claims.

[0030] In this embodiment of the invention, vehicle driving data is acquired, where the driving data represents the vehicle's driving state. In response to the driving data satisfying a target condition, a target feedforward torque is determined based on the vehicle's rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force. The target condition indicates that the vehicle is in a turning state and the wheel torque is adjustable. The correction coefficient corrects for axle load transfer during turning. The target longitudinal force is the longitudinal force of the inner rear wheel during turning. The target feedforward torque includes a first feedforward torque of the inner rear wheel and a second feedforward torque of the outer rear wheel during turning, with the first and second feedforward torques having opposite numerical values. A target slip ratio is determined based on the target feedforward torque, where the target slip ratio includes a first slip ratio of the inner rear wheel and a second slip ratio of the outer rear wheel. The vehicle's slip ratio is adjusted based on the target slip ratio, with the adjustment of the slip ratio corresponding to the adjustment of the wheel torque. Therefore, by adjusting the turning radius through wheel slip ratio, and by increasing the lateral slip of the vehicle through individual torque control of the two rear wheels, the turning radius is reduced, thus solving the technical problems of slow response, complex control logic, and low precision in related technologies. Attached Figure Description

[0031] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0032] Figure 1 This is a flowchart of a vehicle torque adjustment method according to an embodiment of the present invention;

[0033] Figure 2 This is an overall framework diagram of vehicle torque adjustment according to an embodiment of the present invention;

[0034] Figure 3 This is a schematic diagram illustrating the slip ratio adjustment concept according to an embodiment of the present invention;

[0035] Figure 4 This is a simulation diagram of the turning radius according to an embodiment of the present invention;

[0036] Figure 5 This is a structural block diagram of a vehicle torque adjustment device according to an embodiment of the present invention. Detailed Implementation

[0037] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0038] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. In the description of these embodiments, unless otherwise stated, "a plurality of" means two or more. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0039] According to one embodiment of the present invention, an embodiment of a vehicle torque adjustment method is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0040] This method embodiment can be executed in an electronic device, similar control device, or system that includes a memory and a processor. Taking an electronic device as an example, the electronic device may include one or more processors and a memory for storing data. Optionally, the electronic device may also include a communication device for communication functions and a display device. Those skilled in the art will understand that the above structural description is merely illustrative and does not limit the structure of the electronic device. For example, the electronic device may include more or fewer components than described above, or have a different configuration than described above.

[0041] A processor may include one or more processing units. For example, a processor may include a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processing (DSP) chip, a microcontroller unit (MCU), a field-programmable gate array (FPGA), a neural network processing unit (NPU), a tensor processing unit (TPU), or an artificial intelligence (AI) processor. Different processing units may be independent components or integrated into one or more processors. In some instances, electronic devices may also include one or more processors.

[0042] The memory can be used to store computer programs, such as the computer program corresponding to the vehicle torque adjustment method in this embodiment of the invention. The processor implements the vehicle torque adjustment method by running the computer program stored in the memory. The memory may include high-speed random access memory and non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some instances, the memory may further include memory remotely located relative to the processor, and these remote memories can be connected to electronic devices via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0043] Communication devices are used to receive or send data via a network. Specific examples of such networks may include wireless networks provided by the mobile terminal's communication provider. In one example, the communication device includes a network interface controller (NIC), which can connect to other network devices via a base station to communicate with the Internet. In another example, the communication device may be a radio frequency (RF) module used for wireless communication with the Internet.

[0044] The display device can be, for example, a touchscreen liquid crystal display (LCD) and a touch display (also referred to as a "touchscreen" or "touch screen"). This LCD allows the user to interact with the user interface of the mobile terminal. In some embodiments, the mobile terminal has a graphical user interface (GUI), which allows the user to interact with the GUI by touching and / or gesturing on a touch-sensitive surface. Optional human-computer interaction functions include: creating web pages, drawing, word processing, creating electronic documents, playing games, video conferencing, instant messaging, sending and receiving emails, a call interface, playing digital video, playing digital music, and / or web browsing, etc. Executable instructions for performing the above human-computer interaction functions are configured / stored in one or more processor-executable computer program products or readable storage media.

[0045] This embodiment provides a vehicle torque adjustment method operating on an electronic device. Figure 1 This is a flowchart of a vehicle torque adjustment method according to an embodiment of the present invention, such as... Figure 1 As shown, the process includes the following steps:

[0046] Step S12: Obtain vehicle driving data, wherein the driving data is used to represent the vehicle's driving status;

[0047] Step S14: In response to the driving data meeting the target conditions, the target feedforward torque is determined based on the vehicle's rear axle load, road adhesion coefficient, correction coefficient, and target longitudinal force. The target conditions indicate that the vehicle is in a turning state and the wheel torque is adjustable. The correction coefficient is used to correct the axle load transfer generated when the vehicle turns. The target longitudinal force is the longitudinal force of the inner rear wheel when the vehicle turns. The target feedforward torque includes the first feedforward torque of the inner rear wheel and the second feedforward torque of the outer rear wheel when the vehicle turns. The first feedforward torque and the second feedforward torque have opposite positive and negative values.

[0048] Step S16: Determine the target slip ratio based on the target feedforward torque, wherein the target slip ratio includes the first slip ratio of the inner rear wheel and the second slip ratio of the outer rear wheel;

[0049] Step S18: Adjust the vehicle's slip ratio based on the target slip ratio, and adjust the wheel torque accordingly based on the slip ratio adjustment.

[0050] First, the information collection module collects the vehicle's driving data to indicate the vehicle's driving status.

[0051] When the vehicle's driving data meets the target conditions, the target feedforward torque is determined based on the vehicle's rear axle load, road adhesion coefficient, correction coefficient, and target longitudinal force. The target conditions indicate that the vehicle is in a turning state and the wheel torque is adjustable, meaning that the vehicle is in a turning state and the vehicle's tires can adjust the magnitude of the torque (i.e., moment) as needed.

[0052] The rear axle load of a vehicle refers to the weight and pressure on the rear wheels, directly affecting the vehicle's stability and handling performance. The coefficient of friction (COP) is the coefficient of friction between the vehicle's tires and the road surface, used to measure the magnitude of friction between the tires and the road during driving. A higher COP results in greater traction and braking force, leading to better stability and handling. Typically, the COP is around 0.7 on dry surfaces, decreasing with wet surfaces, and even lower in rain or snow.

[0053] Correction factors are coefficients used to adjust the original data to make the results more accurate and reliable. Correction factors can correct errors or biases in the data, improving the accuracy and reliability of the analysis. Correction factors are usually determined through statistical methods or professional knowledge to make them more consistent with reality. In this invention, the correction factors are obtained from both vehicle speed and steering wheel angle, and are used to correct for axle load transfer during vehicle turning. The target longitudinal force is the longitudinal force on the inner rear wheel when the vehicle turns, which can be understood as the force on the rear wheel along the vehicle's direction of travel, including braking force and driving force. Braking force refers to the braking force on the inner rear wheel when the vehicle brakes, used to reduce the vehicle's speed; while driving force refers to the pushing force on the inner rear wheel when the vehicle accelerates, used to propel the vehicle forward.

[0054] The target feedforward torque includes the first feedforward torque of the inner rear wheel and the second feedforward torque of the outer rear wheel when the vehicle is turning. The first feedforward torque and the second feedforward torque have opposite values ​​and are used to help the vehicle complete the turning action better and improve the handling performance.

[0055] After determining the target feedforward torque, the target slip ratio is determined based on it. The target slip ratio (TSR) is the ratio of the difference between the actual wheel rotation speed and the vehicle speed to the vehicle speed, usually expressed as a percentage. An excessively high slip ratio may cause the vehicle to slip, while an excessively low slip ratio may result in insufficient traction, creating safety hazards during driving. The target slip ratio includes the first slip ratio of the inner rear wheel and the second slip ratio of the outer rear wheel. The vehicle's slip ratio is then adjusted based on the target slip ratio, and the wheel torque is adjusted accordingly based on this slip ratio adjustment.

[0056] Based on the above steps, the vehicle's driving data is acquired, representing the vehicle's driving state. In response to the driving data meeting target conditions, a target feedforward torque is determined based on the vehicle's rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force. The target conditions indicate that the vehicle is in a turning state and the wheel torque is adjustable. The correction coefficient corrects for axle load transfer during turning. The target longitudinal force is the longitudinal force of the inner rear wheel during turning. The target feedforward torque includes a first feedforward torque of the inner rear wheel and a second feedforward torque of the outer rear wheel during turning, with the first and second feedforward torques having opposite positive and negative values. A target slip ratio is determined based on the target feedforward torque, including a first slip ratio of the inner rear wheel and a second slip ratio of the outer rear wheel. The vehicle's slip ratio is adjusted based on the target slip ratio, with the wheel torque adjusted accordingly based on the slip ratio adjustment. Therefore, by adjusting the turning radius through wheel slip ratio, and by increasing the lateral slip of the vehicle through individual torque control of the two rear wheels, the turning radius is reduced, thus solving the technical problems of slow response, complex control logic, and low precision in related technologies.

[0057] Optionally, in step S14, the driving data includes first driving data and second driving data. In response to the driving data meeting the target conditions, determining the target feedforward torque based on the vehicle's rear axle load, road adhesion coefficient, correction coefficient, and target longitudinal force includes performing the following steps:

[0058] Step S141: Determine the first driving state of the vehicle based on the first driving data, wherein the first driving data includes the vehicle's driving data, single-wheel drive capability value, gear data, electronic parking brake operation data, and automatic parking assist system activation data.

[0059] Step S142: In response to the first driving state satisfying the first condition, the second driving state of the vehicle is determined based on the second driving data, wherein the second driving data includes the enable / activation data of the vehicle's turning radius adjustment mode, vehicle speed, and steering wheel angle.

[0060] Step S143: In response to the second driving state satisfying the second condition, the target feedforward torque is determined based on the rear axle load, road surface adhesion coefficient, correction coefficient and target longitudinal force.

[0061] The first set of driving data includes vehicle drive data, single-wheel drive capability values, gear selection data, electronic parking brake operation data, and automatic parking assist system activation data. Vehicle drive data determines whether the vehicle is in a normal, stable state. Single-wheel drive capability value can be understood as the traction or driving force that a single wheel of a vehicle or robot can provide, usually measured in Newtons (N) or pounds-forces (lb). A higher single-wheel drive capability value indicates that the wheel can provide greater traction. Vehicle gear selection data can be understood as the different gears set in the vehicle. Electronic parking brake operation data indicates whether the electronic parking brake is unlocked. Automatic parking assist system activation data indicates whether the automatic parking assist system is active.

[0062] When the first driving state meets the first condition, the second driving state of the vehicle is determined based on the second driving data. The second driving data includes the activation data for the vehicle's turning radius adjustment mode, vehicle speed, and steering wheel angle. Meeting the first condition can be understood as setting the function enable flag, i.e., setting a specific function or option to an available or enabled state. The activation data for the turning radius adjustment mode indicates whether the turning radius adjustment mode is activated. Vehicle speed is the current speed of the vehicle, and steering wheel angle is the angle required for the steering wheel to turn from one position to another when the vehicle is turning. The steering wheel angle is usually expressed in units of measurement (such as degrees).

[0063] When the second driving state meets the second condition, the target feedforward torque is determined based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force. The second condition can be understood as the condition for activating the turning radius reduction function; if the second condition is met, the vehicle officially enters the turning radius adjustment mode.

[0064] Optionally, in step S142, in response to the first driving state satisfying the first condition, determining the second driving state of the vehicle based on the second driving data includes: in response to the first driving state indicating that the vehicle is in a driving state, the single-wheel driving capability value is greater than the preset driving capability value, the gear is in a driving gear, the electronic parking brake is in an unlocked state, and the automatic parking assist system is in an inactive state, determining the second driving state based on the second driving data.

[0065] Specifically, the first driving state meets the first condition, namely, the first driving state meets the following conditions: the whole vehicle is in normal driving state, the single wheel driving capability value is greater than the lower limit of the preset driving capability value, the gear is in driving gear (D / R), the electronic parking is in the unlocked state, and the automatic parking assist system function is not activated. The second driving state is determined based on the second driving data.

[0066] Optionally, in step S143, in response to the second driving state satisfying the second condition, determining the target feedforward torque based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force includes: in response to the second driving state indicating that the turning radius adjustment mode is enabled, the vehicle speed is less than the preset vehicle speed, and the steering wheel angle is greater than the first steering wheel angle, determining the target feedforward torque based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force.

[0067] Specifically, the second driving state meets the second condition, namely, the turning radius adjustment mode is enabled and the vehicle speed is less than the preset vehicle speed V. threshold And the steering wheel angle Ang StrWhl When the steering wheel angle exceeds the first steering wheel angle, the target feedforward torque is determined based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force. The first steering wheel angle is a preset percentage of the maximum steering angle; this preset percentage depends on the vehicle and actual driving conditions and is not limited. For example, in this invention, it is taken as 60%.

[0068] Optionally, in step S14, determining the target feedforward torque based on the rear axle load, road adhesion coefficient, correction coefficient, and target longitudinal force further includes performing the following steps:

[0069] Step S144: Determine the first feedforward torque based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force;

[0070] Step S145: Determine the second feedforward torque based on the first feedforward torque.

[0071] First, based on the rear axle load F obtained through the state estimation module... RA The feedforward torque is calculated using the road adhesion coefficient μ, while a coefficient K is introduced to correct for axle load transfer during vehicle cornering. Coefficient K is a two-dimensional map, determined from vehicle speed and steering wheel angle. The first feedforward torque includes the feedforward torque of the inner rear wheel when the steering wheel turns left and the feedforward torque of the inner rear wheel when the steering wheel turns right.

[0072] The feedforward torque of the inner rear wheel when the steering wheel turns left is:

[0073] F Forward =K*F RA *μ-F RL Formula (1)

[0074] Among them, F RL This indicates the longitudinal force on the left rear wheel.

[0075] Similarly, the feedforward torque of the inner rear wheel when the steering wheel is turned left is:

[0076] F Forward =K*FRA *μ-F RR Formula (2)

[0077] Among them, F RR This indicates the longitudinal force on the left rear wheel.

[0078] For example, the first feedforward torque of the inner rear wheel can be obtained according to formula (1) and formula (2), while the torque of the inner rear wheel is given a negative value, thereby obtaining the second feedforward torque.

[0079] Optionally, in step S16, determining the target slip ratio based on the target feedforward torque includes performing the following steps:

[0080] Step S161: Apply feedforward torque to the inner rear wheel based on the first feedforward torque, and apply feedforward torque to the outer rear wheel based on the second feedforward torque;

[0081] Step S162: After applying the feedforward torque, determine the target slip ratio based on the vehicle speed, the preset vehicle speed, the steering wheel angle, and the second steering wheel angle.

[0082] For example, a feedforward torque is applied to the inner rear wheel based on a first feedforward torque, and a feedforward torque is applied to the outer rear wheel based on a second feedforward torque. After the feedforward torque is applied, the vehicle speed V is... 车 Preset vehicle speed V threshold Steering wheel angle Ang StrWhl The target slip ratio is determined by the second steering wheel angle, as shown in formula (3).

[0083]

[0084]

[0085] Among them, the second steering wheel angle Ang max This represents the maximum steering wheel angle, or the maximum turning angle. S 内后Target S represents the target slip ratio of the inner rear wheel, i.e., the first slip ratio of the inner rear wheel. 外后Target The target slip ratio of the outer rear wheel is the second slip ratio of the outer rear wheel.

[0086] Optionally, in step S18, adjusting the vehicle's slip ratio based on the target slip ratio includes performing the following steps:

[0087] Step S181: Determine the slip ratio of the inner rear wheel based on the first wheel speed of the inner rear wheel and the vehicle speed, and determine the slip ratio of the outer rear wheel based on the second wheel speed of the outer rear wheel and the vehicle speed.

[0088] Step S182: Adjust the slip ratio of the inner rear wheel based on the first slip ratio, and adjust the slip ratio of the outer rear wheel based on the second slip ratio.

[0089] For example, the slip ratio of the inner rear wheel is determined based on the first wheel speed of the inner rear wheel and the vehicle speed, and is calculated as shown in formula (5).

[0090]

[0091] The slip ratio of the outer rear wheel is determined based on the second wheel speed of the outer rear wheel and the vehicle speed, as shown in formula (6).

[0092]

[0093] Then, the slip ratio of the inner rear wheel is adjusted based on the first slip ratio, and the slip ratio of the outer rear wheel is adjusted based on the second slip ratio.

[0094] Optionally, in step S182, adjusting the slip ratio of the inner rear wheel based on the first slip ratio and adjusting the slip ratio of the outer rear wheel based on the second slip ratio includes:

[0095] Step S1821: In response to the slip ratio of the inner rear wheel being greater than the first slip ratio, a first difference between the slip ratio of the inner rear wheel and the first slip ratio is determined, and the slip ratio of the inner rear wheel is reduced based on the first difference.

[0096] Step S1822: In response to the inner rear wheel slip ratio being less than the first slip ratio, a second difference between the inner rear wheel slip ratio and the first slip ratio is determined, and the inner rear wheel slip ratio is increased based on the second difference.

[0097] Step S1823: In response to the outer rear wheel slip ratio being greater than the second slip ratio, a third difference between the outer rear wheel slip ratio and the second slip ratio is determined, and the outer rear wheel slip ratio is reduced based on the third difference;

[0098] In step S1824, in response to the outer rear wheel slip ratio being less than the second slip ratio, a fourth difference between the outer rear wheel slip ratio and the second slip ratio is determined, and the outer rear wheel slip ratio is increased based on the fourth difference.

[0099] When the slip ratio of the inner rear wheel S 内后 Greater than the first slip ratio S 内后Target At that time, the first difference between the slip ratio of the inner rear wheel and the first slip ratio is determined, that is, the difference between the actual slip ratio of the inner rear wheel and the target slip ratio of the inner rear wheel, and the slip ratio of the inner rear wheel is reduced based on the first difference, so that the actual slip ratio of the inner rear wheel is reduced to the target slip ratio of the inner rear wheel.

[0100] When the slip ratio of the inner rear wheel S 内后 Less than the first slip ratio S 内后TargetAt that time, the second difference between the slip ratio of the inner rear wheel and the first slip ratio is determined, that is, the difference between the actual slip ratio of the inner rear wheel and the target slip ratio of the inner rear wheel, and the slip ratio of the inner rear wheel is increased based on the second difference, so that the actual slip ratio of the inner rear wheel increases to the target slip ratio of the inner rear wheel.

[0101] When the slip ratio of the outer rear wheel S 外后 Greater than the second slip ratio S 外后Target At that time, the third difference between the slip ratio of the outer rear wheel and the second slip ratio is determined, that is, the difference between the actual slip ratio of the outer rear wheel and the target slip ratio of the outer rear wheel. Based on the third difference, the slip ratio of the outer rear wheel is reduced so that the actual slip ratio of the outer rear wheel is reduced to the target slip ratio of the outer rear wheel.

[0102] When the slip ratio of the outer rear wheel S 外后 Less than the second slip ratio S 外后Target The fourth difference between the slip ratio of the outer rear wheel and the second slip ratio is determined, that is, the difference between the actual slip ratio of the outer rear wheel and the target slip ratio of the outer rear wheel. Based on the fourth difference, the slip ratio of the outer rear wheel is increased so that the actual slip ratio of the outer rear wheel increases to the target slip ratio of the outer rear wheel.

[0103] Optionally, the method further includes performing: adjusting the wheel torque based on a preset adjustment range and torque reference table in response to the driving data not meeting the target conditions or the vehicle's yaw rate being greater than a preset yaw rate.

[0104] When the driving data does not meet the requirements of the vehicle being in a turning state and the wheel torque being adjustable, or when the vehicle's yaw rate (the vehicle's yaw angle in the horizontal direction, also known as the vehicle's steering angle) is greater than the yaw rate boundary estimated in the state estimation module, the wheel torque is slowly and steadily adjusted based on a pre-set adjustment range and torque reference table (which can obtain the corresponding torque based on vehicle speed and pedal position). The pre-set adjustment range and torque reference table are parameter values ​​and lookup tables determined according to the vehicle and actual driving conditions, and their values ​​are not specifically limited here.

[0105] Optionally, the method further includes performing: setting target parameters in response to driving data meeting target conditions, wherein the target parameters are used to prevent the intervention flag from jittering.

[0106] When the driving data meets the requirements that the vehicle is turning and the wheel torque is adjustable, the target parameter debounce (anti-shake flag) is set to prevent the intervention flag from shaking. The intervention flag is used to indicate that certain functions or systems of the vehicle require intervention from the driver or external system.

[0107] Figure 2 This is an overall framework diagram of vehicle torque adjustment according to an embodiment of the present invention, such as... Figure 2As shown, the system first collects vehicle driving data through the information acquisition module to estimate the vehicle's state. Then, it determines the function enable condition and, if the vehicle is capable of entering the turning radius adjustment mode, it performs a function activation check. If the function is activated, it calculates the feedforward torque and wheel slip ratio. At the end of the process, a safe yaw rate arbitration check is set. If the yaw rate is within the safe range, the motor applies torque. If the function is not enabled, is not activated, or the vehicle's yaw rate exceeds the limit, the wheel torque is adjusted based on a pre-set adjustment range and torque reference table, while simultaneously performing motor zero-crossing and assembly filtering.

[0108] Figure 3 This is a schematic diagram of the slip ratio adjustment according to an embodiment of the present invention, such as... Figure 3 As shown, wheel slip ratio control is based on a comparison between the target slip ratio and the actual slip ratio, and then adjustments are made accordingly. When the actual slip ratio is less than the target slip ratio, underslip control is implemented to correct the slip ratio; when the actual slip ratio is greater than the target slip ratio, overslip control is implemented to correct the slip ratio.

[0109] Figure 4 This is a simulation diagram of the turning radius according to an embodiment of the present invention, such as... Figure 4 The image shown is a screenshot of a joint simulation using Simulink and CarSim. The prototype vehicle is a distributed model with rear-wheel steering, and XY represents the simulation coordinates. The inner path indicates that the function is activated. Compared to the outer path indicating that the function is deactivated, the turning radius is significantly reduced, by more than 20%. By controlling the slip ratio of both wheel ends and the target steering angle of the rear wheels, stepless adjustment can be achieved at extreme positions.

[0110] In this embodiment of the invention, vehicle driving data is acquired, where the driving data represents the vehicle's driving state. In response to the driving data satisfying a target condition, a target feedforward torque is determined based on the vehicle's rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force. The target condition indicates that the vehicle is in a turning state and the wheel torque is adjustable. The correction coefficient corrects for axle load transfer during turning. The target longitudinal force is the longitudinal force of the inner rear wheel during turning. The target feedforward torque includes a first feedforward torque of the inner rear wheel and a second feedforward torque of the outer rear wheel during turning, with the first and second feedforward torques having opposite numerical values. A target slip ratio is determined based on the target feedforward torque, where the target slip ratio includes a first slip ratio of the inner rear wheel and a second slip ratio of the outer rear wheel. The vehicle's slip ratio is adjusted based on the target slip ratio, with the adjustment of the slip ratio corresponding to the adjustment of the wheel torque. Therefore, by adjusting the turning radius through wheel slip ratio, and by increasing the lateral slip of the vehicle through individual torque control of the two rear wheels, the turning radius is reduced, thus solving the technical problems of slow response, complex control logic, and low precision in related technologies.

[0111] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods according to the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0112] This embodiment also provides a vehicle torque adjustment device for implementing the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0113] Figure 5 This is a structural block diagram of a vehicle torque adjustment device according to an embodiment of the present invention, such as... Figure 5As shown, a vehicle torque adjustment device 50 is used as an example. This device includes: an acquisition module 52 for acquiring vehicle driving data, wherein the driving data represents the vehicle's driving state; a first determination module 54 for determining a target feedforward torque based on the vehicle's rear axle load, road adhesion coefficient, correction coefficient, and target longitudinal force in response to the driving data meeting target conditions, wherein the target conditions indicate that the vehicle is in a turning state and the wheel torque is adjustable, the correction coefficient corrects the axle load transfer generated when the vehicle turns, the target longitudinal force is the longitudinal force of the inner rear wheel when the vehicle turns, and the target feedforward torque includes a first feedforward torque of the inner rear wheel and a second feedforward torque of the outer rear wheel when the vehicle turns, the first feedforward torque and the second feedforward torque having opposite positive and negative values; a second determination module 56 for determining a target slip ratio based on the target feedforward torque, wherein the target slip ratio includes a first slip ratio of the inner rear wheel and a second slip ratio of the outer rear wheel; and an adjustment module 58 for adjusting the vehicle's slip ratio based on the target slip ratio, thereby adjusting the wheel torque accordingly based on the slip ratio adjustment.

[0114] Optionally, the first determining module 54 is further configured to determine a first driving state of the vehicle based on first driving data, wherein the first driving data includes the vehicle's driving data, single-wheel drive capability value, gear data, electronic parking brake operation data, and activation data of the automatic parking assist system; in response to the first driving state satisfying a first condition, determine a second driving state of the vehicle based on second driving data, wherein the second driving data includes the vehicle's turning radius adjustment mode enable activation data, vehicle speed, and steering wheel angle; in response to the second driving state satisfying a second condition, determine a target feedforward torque based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force.

[0115] Optionally, the first determining module 54 is further configured to determine a second driving state based on the second driving data in response to the first driving state indicating that the vehicle is in a driving state, the single-wheel driving capability value is greater than the preset driving capability value, the gear is in a driving gear, the electronic parking brake is in an unlocked state, and the automatic parking assist system is in an inactive state.

[0116] Optionally, the first determining module 54 is further configured to determine the target feedforward torque based on the rear axle load, road surface adhesion coefficient, correction coefficient and target longitudinal force in response to the second driving state indicating that the turning radius adjustment mode is enabled, the vehicle speed is less than the preset vehicle speed and the steering wheel angle is greater than the first steering wheel angle.

[0117] Optionally, the first determining module 54 is further configured to determine a first feedforward torque based on the rear axle load, road surface adhesion coefficient, correction coefficient and target longitudinal force; and to determine a second feedforward torque based on the first feedforward torque.

[0118] Optionally, the second determining module 56 is further configured to apply a feedforward torque to the inner rear wheel based on the first feedforward torque, and to apply a feedforward torque to the outer rear wheel based on the second feedforward torque; after applying the feedforward torque, a target slip ratio is determined based on the vehicle speed, a preset vehicle speed, the steering wheel angle, and the second steering wheel angle.

[0119] Optionally, the adjustment module 58 is also used to determine the slip ratio of the inner rear wheel based on the first wheel speed of the inner rear wheel and the vehicle speed, and to determine the slip ratio of the outer rear wheel based on the second wheel speed of the outer rear wheel and the vehicle speed; to adjust the slip ratio of the inner rear wheel based on the first slip ratio, and to adjust the slip ratio of the outer rear wheel based on the second slip ratio.

[0120] Optionally, the adjustment module 58 is further configured to, in response to the inner rear wheel slip ratio being greater than the first slip ratio, determine a first difference between the inner rear wheel slip ratio and the first slip ratio, and adjust the inner rear wheel slip ratio downwards based on the first difference; in response to the inner rear wheel slip ratio being less than the first slip ratio, determine a second difference between the inner rear wheel slip ratio and the first slip ratio, and adjust the inner rear wheel slip ratio upwards based on the second difference; in response to the outer rear wheel slip ratio being greater than the second slip ratio, determine a third difference between the outer rear wheel slip ratio and the second slip ratio, and adjust the outer rear wheel slip ratio downwards based on the third difference; and in response to the outer rear wheel slip ratio being less than the second slip ratio, determine a fourth difference between the outer rear wheel slip ratio and the second slip ratio, and adjust the outer rear wheel slip ratio upwards based on the fourth difference.

[0121] Optionally, the adjustment module 58 is also used to adjust the wheel torque based on a preset adjustment range and torque reference table in response to driving data not meeting the target conditions or the vehicle's yaw rate being greater than a preset yaw rate.

[0122] Optionally, the adjustment module 58 is also configured to set target parameters in response to the driving data meeting the target conditions, wherein the target parameters are used to prevent the intervention flag from jittering.

[0123] It should be noted that the above modules can be implemented by software or hardware. For the latter, they can be implemented in the following ways, but are not limited to: all the above modules are located in the same processor; or, the above modules are located in different processors in any combination.

[0124] According to an embodiment of the present invention, a non-volatile storage medium is also provided, the non-volatile storage medium including a stored computer program, wherein the device containing the non-volatile storage medium executes a vehicle torque adjustment method by running the computer program.

[0125] Optionally, the device containing the non-volatile storage medium executes the following steps by running the computer program:

[0126] Step S12: Obtain vehicle driving data, wherein the driving data is used to represent the vehicle's driving status;

[0127] Step S14: In response to the driving data meeting the target conditions, the target feedforward torque is determined based on the vehicle's rear axle load, road adhesion coefficient, correction coefficient, and target longitudinal force. The target conditions indicate that the vehicle is in a turning state and the wheel torque is adjustable. The correction coefficient is used to correct the axle load transfer generated when the vehicle turns. The target longitudinal force is the longitudinal force of the inner rear wheel when the vehicle turns. The target feedforward torque includes the first feedforward torque of the inner rear wheel and the second feedforward torque of the outer rear wheel when the vehicle turns. The first feedforward torque and the second feedforward torque have opposite positive and negative values.

[0128] Step S16: Determine the target slip ratio based on the target feedforward torque, wherein the target slip ratio includes the first slip ratio of the inner rear wheel and the second slip ratio of the outer rear wheel;

[0129] Step S18: Adjust the vehicle's slip ratio based on the target slip ratio, and adjust the wheel torque accordingly based on the slip ratio adjustment.

[0130] According to embodiments of the present invention, a computer program product is also provided, including a computer program, which is executed by a processor through the steps of any of the above method embodiments.

[0131] Step S12: Obtain vehicle driving data, wherein the driving data is used to represent the vehicle's driving status;

[0132] Step S14: In response to the driving data meeting the target conditions, the target feedforward torque is determined based on the vehicle's rear axle load, road adhesion coefficient, correction coefficient, and target longitudinal force. The target conditions indicate that the vehicle is in a turning state and the wheel torque is adjustable. The correction coefficient is used to correct the axle load transfer generated when the vehicle turns. The target longitudinal force is the longitudinal force of the inner rear wheel when the vehicle turns. The target feedforward torque includes the first feedforward torque of the inner rear wheel and the second feedforward torque of the outer rear wheel when the vehicle turns. The first feedforward torque and the second feedforward torque have opposite positive and negative values.

[0133] Step S16: Determine the target slip ratio based on the target feedforward torque, wherein the target slip ratio includes the first slip ratio of the inner rear wheel and the second slip ratio of the outer rear wheel;

[0134] Step S18: Adjust the vehicle's slip ratio based on the target slip ratio, and adjust the wheel torque accordingly based on the slip ratio adjustment.

[0135] Optionally, in this embodiment, the computer-readable storage medium may include, but is not limited to, various media capable of storing computer programs, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0136] Embodiments of the present invention also provide an electronic device, including a memory and a processor, wherein the memory stores a computer program and the processor is configured to run the computer program to perform the steps in any of the above method embodiments.

[0137] Optionally, in this embodiment, the processor in the above-described electronic device may be configured to run a computer program to perform the following steps:

[0138] Step S12: Obtain vehicle driving data, wherein the driving data is used to represent the vehicle's driving status;

[0139] Step S14: In response to the driving data meeting the target conditions, the target feedforward torque is determined based on the vehicle's rear axle load, road adhesion coefficient, correction coefficient, and target longitudinal force. The target conditions indicate that the vehicle is in a turning state and the wheel torque is adjustable. The correction coefficient is used to correct the axle load transfer generated when the vehicle turns. The target longitudinal force is the longitudinal force of the inner rear wheel when the vehicle turns. The target feedforward torque includes the first feedforward torque of the inner rear wheel and the second feedforward torque of the outer rear wheel when the vehicle turns. The first feedforward torque and the second feedforward torque have opposite positive and negative values.

[0140] Step S16: Determine the target slip ratio based on the target feedforward torque, wherein the target slip ratio includes the first slip ratio of the inner rear wheel and the second slip ratio of the outer rear wheel;

[0141] Step S18: Adjust the vehicle's slip ratio based on the target slip ratio, and adjust the wheel torque accordingly based on the slip ratio adjustment.

[0142] Optionally, specific examples in this embodiment can refer to the examples described in the above embodiments and optional implementations, and will not be repeated here.

[0143] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0144] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0145] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection can be through some interfaces; the indirect coupling or communication connection of units or modules can be electrical or other forms.

[0146] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0147] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0148] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0149] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for adjusting vehicle torque, characterized in that, include: Acquire vehicle driving data, wherein the driving data is used to represent the driving status of the vehicle; In response to the driving data satisfying the target conditions, a first feedforward torque of the inner rear wheel when the vehicle turns is determined based on the rear axle load, road adhesion coefficient, correction coefficient, and target longitudinal force of the vehicle. The target conditions indicate that the vehicle is in a turning state and the wheel torque is adjustable. The correction coefficient is used to correct the axle load transfer generated when the vehicle turns. The correction coefficient is obtained based on the vehicle speed and steering wheel angle. The target longitudinal force is the longitudinal force of the inner rear wheel when the vehicle turns. The first feedforward torque is given a negative value to obtain the second feedforward torque of the outer rear wheel when the vehicle turns; A feedforward torque is applied to the inner rear wheel based on the first feedforward torque, and a feedforward torque is applied to the outer rear wheel based on the second feedforward torque; After applying the feedforward torque, based on the vehicle speed Preset speed The steering wheel angle Second steering wheel angle A target slip ratio is determined, wherein the second steering wheel angle is the maximum steering wheel angle, and the target slip ratio includes the first slip ratio of the inner rear wheel. and the second slip ratio of the outer rear wheel The first slip ratio is based on the formula =(1- ) ( The second slip ratio is calculated according to the formula. =(1- ) ( ) was calculated; The slip ratio of the inner rear wheel is determined based on the first wheel speed of the inner rear wheel and the vehicle speed, and the slip ratio of the outer rear wheel is determined based on the second wheel speed of the outer rear wheel and the vehicle speed. The slip ratio of the inner rear wheel is adjusted based on the first slip ratio, and the slip ratio of the outer rear wheel is adjusted based on the second slip ratio; Adjustments based on slip ratio correspond to adjustments in wheel torque.

2. The method according to claim 1, characterized in that, The driving data includes first driving data and second driving data. The step of determining the first feedforward torque based on the vehicle's rear axle load, road adhesion coefficient, correction coefficient, and target longitudinal force in response to the driving data meeting the target conditions includes: The first driving state of the vehicle is determined based on the first driving data, wherein the first driving data includes the vehicle's driving data, single-wheel drive capability value, gear data, electronic parking brake operation data, and automatic parking assist system activation data. In response to the first driving state satisfying the first condition, the second driving state of the vehicle is determined based on the second driving data, wherein the second driving data includes the enable / activation data of the turning radius adjustment mode of the vehicle, vehicle speed, and steering wheel angle; In response to the second driving state satisfying the second condition, the first feedforward torque is determined based on the rear axle load, the road surface adhesion coefficient, the correction coefficient, and the target longitudinal force.

3. The method according to claim 2, characterized in that, The step of determining the second driving state of the vehicle based on the second driving data in response to the first driving state satisfying the first condition includes: In response to the first driving state indicating that the vehicle is in a driving state, the single-wheel driving capability value is greater than the preset driving capability value, the gear is in a driving gear, the electronic parking brake is in an unlocked state, and the automatic parking assist system is in an inactive state, the second driving state is determined based on the second driving data.

4. The method according to claim 3, characterized in that, The step of determining the first feedforward torque based on the rear axle load, the road surface adhesion coefficient, the correction coefficient, and the target longitudinal force in response to the second driving state satisfying the second condition includes: In response to the second driving state indicating that the turning radius adjustment mode is enabled, the vehicle speed is less than the preset vehicle speed, and the steering wheel angle is greater than the first steering wheel angle, the first feedforward torque is determined based on the rear axle load, the road surface adhesion coefficient, the correction coefficient, and the target longitudinal force.

5. The method according to claim 4, characterized in that, The adjustment of the slip ratio of the inner rear wheel based on the first slip ratio and the adjustment of the slip ratio of the outer rear wheel based on the second slip ratio include: In response to the inner rear wheel slip ratio being greater than the first slip ratio, a first difference between the inner rear wheel slip ratio and the first slip ratio is determined, and the inner rear wheel slip ratio is reduced based on the first difference; In response to the fact that the slip ratio of the inner rear wheel is less than the first slip ratio, a second difference between the slip ratio of the inner rear wheel and the first slip ratio is determined, and the slip ratio of the inner rear wheel is increased based on the second difference; In response to the outer rear wheel slip ratio being greater than the second slip ratio, a third difference between the outer rear wheel slip ratio and the second slip ratio is determined, and the outer rear wheel slip ratio is reduced based on the third difference; In response to the outer rear wheel slip ratio being less than the second slip ratio, a fourth difference between the outer rear wheel slip ratio and the second slip ratio is determined, and the outer rear wheel slip ratio is increased based on the fourth difference.

6. The method according to claim 1, characterized in that, The method further includes: In response to the driving data not meeting the target conditions or the vehicle's yaw rate being greater than a preset yaw rate, the wheel torque is adjusted based on a preset adjustment range and torque reference table.

7. The method according to any one of claims 1-6, characterized in that, The method further includes: In response to the driving data meeting the target conditions, target parameters are set, wherein the target parameters are used to prevent the intervention flag from jittering.

8. A vehicle torque adjustment device, characterized in that, include: An acquisition module is used to acquire vehicle driving data, wherein the driving data is used to represent the driving status of the vehicle; A first determining module is configured to, in response to the driving data satisfying a target condition, determine a first feedforward torque of the inner rear wheel when the vehicle is turning, based on the rear axle load, road surface adhesion coefficient, correction coefficient, and target longitudinal force of the vehicle. The target condition indicates that the vehicle is in a turning state and the wheel torque is adjustable. The correction coefficient is used to correct for the axle load transfer generated when the vehicle is turning, and the correction coefficient is obtained based on the vehicle speed and steering wheel angle. The target longitudinal force is the longitudinal force of the inner rear wheel when the vehicle is turning. The first feedforward torque is then assigned a negative value to obtain a second feedforward torque of the outer rear wheel when the vehicle is turning. The second determining module is configured to apply a feedforward torque to the inner rear wheel based on the first feedforward torque, and to apply a feedforward torque to the outer rear wheel based on the second feedforward torque; after applying the feedforward torque, based on the vehicle speed... Preset speed The steering wheel angle Second steering wheel angle A target slip ratio is determined, wherein the second steering wheel angle is the maximum steering wheel angle, and the target slip ratio includes the first slip ratio of the inner rear wheel. and the second slip ratio of the outer rear wheel The first slip ratio is based on the formula =(1- ) ( The second slip ratio is calculated according to the formula. =(1- ) ( ) was calculated; An adjustment module is used to determine the slip ratio of the inner rear wheel based on a first wheel speed of the inner rear wheel and the vehicle speed, and to determine the slip ratio of the outer rear wheel based on a second wheel speed of the outer rear wheel and the vehicle speed; to adjust the slip ratio of the inner rear wheel based on the first slip ratio, and to adjust the slip ratio of the outer rear wheel based on the second slip ratio; and to adjust the wheel torque accordingly based on the adjustment of the slip ratio.

9. A vehicle, characterized in that, The vehicle is used to perform the vehicle torque adjustment method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, wherein the computer program is configured to execute the vehicle torque adjustment method according to any one of claims 1 to 7 when run on a computer or processor.

11. An electronic device comprising a memory and a processor, characterized in that, The memory stores a computer program, and the processor is configured to run the computer program to perform the vehicle torque adjustment method as described in any one of claims 1 to 7.

12. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the vehicle torque adjustment method as described in any one of claims 1 to 7.

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