Torque distribution method, device, apparatus and vehicle

Abstract

The embodiments of the present specification provide a torque distribution method, device, equipment and vehicle. The method comprises: determining a front-rear axle demand torque distribution ratio of the vehicle according to a group of driving parameters of the vehicle; in the case that the front-rear axle demand torque distribution ratio is greater than or equal to a preset front-rear axle demand torque distribution ratio, determining a front axle demand torque and a rear axle demand torque of the vehicle according to a total demand torque of the vehicle and the front-rear axle demand torque distribution ratio; in the case that the front-rear axle demand torque distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle has a first steering intention, determining a first steering promotion control slope based on a vehicle speed of the vehicle; increasing a larger one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope, and decreasing a smaller one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope, so that the driving controllability of the vehicle during steering can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobiles, and in particular to a torque distribution method, device, equipment and vehicle. BACKGROUND

[0002] Optimization of torque distribution is a core technology of a vehicle. At present, a common torque distribution strategy is a torque distribution strategy based on a determination rule. The main idea of the strategy is to adjust motor torque from the perspective of optimizing motor efficiency, so as to shift the working point of the motor, so that the motor works in a high-efficiency interval as much as possible. However, the existing torque distribution strategy based on the rule needs to rely on experience and energy consumption efficiency of the motor to formulate rules, and it is more difficult to adapt to dynamic change requirements of actual working conditions such as steering conditions. During the steering process of the vehicle, it is difficult to ensure the timeliness and adjustment strength of the adjustment of the torque distribution strategy, resulting in uneven torque distribution, and thus resulting in low driving maneuverability of the vehicle.

[0003] Therefore, in the related art, the driving maneuverability of the vehicle during steering needs to be improved. SUMMARY

[0004] The embodiments of the present specification provide a torque distribution method, device, equipment and vehicle, which can improve the driving maneuverability of the vehicle during steering.

[0005] The embodiments of the present specification provide a torque distribution method, which comprises: determining a front-rear axle demand torque distribution ratio of a vehicle according to a driving parameter group of the vehicle; in a case where the front-rear axle demand torque distribution ratio is greater than or equal to a preset front-rear axle demand torque distribution ratio, determining a front axle demand torque and a rear axle demand torque of the vehicle according to a total demand torque of the vehicle and the front-rear axle demand torque distribution ratio; in a case where the front-rear axle demand torque distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle has a first steering intention, determining a first steering promotion control slope based on a vehicle speed of the vehicle; and determining the front axle demand torque and the rear axle demand torque according to the total demand torque and the front-rear axle demand torque distribution ratio; increasing a larger one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope, and decreasing a smaller one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope.

[0006] The embodiment of the present specification provides a torque distribution device, which comprises: a front-rear axle demand torque distribution ratio determination module, configured to determine a front-rear axle demand torque distribution ratio of a vehicle according to a group of driving parameters of the vehicle; a front-rear axle demand torque determination module, configured to determine a front axle demand torque and a rear axle demand torque of the vehicle according to a total demand torque of the vehicle and the front-rear axle demand torque distribution ratio, in a case that the front-rear axle demand torque distribution ratio is greater than or equal to a preset front-rear axle demand torque distribution ratio; a first steering promotion control slope determination module, configured to determine a first steering promotion control slope based on a vehicle speed of the vehicle, in a case that the front-rear axle demand torque distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle has a first steering intention, and determine the front axle demand torque and the rear axle demand torque according to the total demand torque and the front-rear axle demand torque distribution ratio; and a front-rear axle demand torque adjustment module, configured to increase a larger one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope, and decrease a smaller one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope.

[0007] The embodiment of the present specification provides a torque distribution device, which comprises: a front-rear axle demand torque distribution ratio determination module, configured to determine a front-rear axle demand torque distribution ratio of a vehicle according to a group of driving parameters of the vehicle; a front-rear axle demand torque determination module, configured to determine a front axle demand torque and a rear axle demand torque of the vehicle according to a total demand torque of the vehicle and the front-rear axle demand torque distribution ratio, in a case that the front-rear axle demand torque distribution ratio is greater than or equal to a preset front-rear axle demand torque distribution ratio; a first steering promotion control slope determination module, configured to determine a first steering promotion control slope based on a vehicle speed of the vehicle, in a case that the front-rear axle demand torque distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle has a first steering intention, and determine the front axle demand torque and the rear axle demand torque according to the total demand torque and the front-rear axle demand torque distribution ratio; and a front-rear axle demand torque adjustment module, configured to increase a larger one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope, and decrease a smaller one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope.

[0008] The embodiment of the present specification provides a vehicle, comprising the torque distribution device.

[0009] The embodiment of the present specification provides a torque distribution device, which comprises: a front-rear axle demand torque distribution ratio determination module, configured to determine a front-rear axle demand torque distribution ratio of a vehicle according to a group of driving parameters of the vehicle; a front-rear axle demand torque determination module, configured to determine a front axle demand torque and a rear axle demand torque of the vehicle according to a total demand torque of the vehicle and the front-rear axle demand torque distribution ratio, in a case that the front-rear axle demand torque distribution ratio is greater than or equal to a preset front-rear axle demand torque distribution ratio; a first steering promotion control slope determination module, configured to determine a first steering promotion control slope based on a vehicle speed of the vehicle, in a case that the front-rear axle demand torque distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle has a first steering intention, and determine the front axle demand torque and the rear axle demand torque according to the total demand torque and the front-rear axle demand torque distribution ratio; and a front-rear axle demand torque adjustment module, configured to increase a larger one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope, and decrease a smaller one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope. BRIEF DESCRIPTION OF DRAWINGS

[0010] Figure 1 Structure diagram of a torque distribution system provided for an embodiment of the present description;

[0011] Figure 2 Structure diagram of a vehicle controller provided for an embodiment of the present description;

[0012] Figure 3 Flow diagram of a torque distribution method provided for an embodiment of the present description;

[0013] Figure 4 Flow diagram of front-rear axle torque difference provided for an embodiment of the present description;

[0014] Figure 5 Control effect diagram of a torque distribution method provided for an embodiment of the present description for side slip safety control of a vehicle;

[0015] Figure 6 Flow diagram of a torque distribution method provided for an embodiment of the present description;

[0016] Figure 7 Flow diagram of a torque distribution method provided for an embodiment of the present description;

[0017] Figure 8 Flow diagram of a torque distribution method provided for an embodiment of the present description;

[0018] Figure 9 Flow diagram of a torque distribution method provided for an embodiment of the present description;

[0019] Figure 10 Flow diagram of front-rear axle torque difference provided for an embodiment of the present description;

[0020] Figure 11 Flow diagram of front-rear axle torque difference provided for an embodiment of the present description;

[0021] Figure 12 Flow diagram of a method for obtaining a first target required torque of a slipping wheel provided for an embodiment of the present description;

[0022] Figure 13 Flow diagram of a torque distribution method provided for an embodiment of the present description;

[0023] Figure 14 Flow diagram of a torque distribution method provided for an embodiment of the present description;

[0024] Figure 15 Flow diagram of a torque distribution method provided for an embodiment of the present description;

[0025] Figure 16 A flowchart of a torque distribution method provided for an embodiment of the present specification;

[0026] Figure 17 A structural diagram of a torque distribution device provided for an embodiment of the present specification;

[0027] Figure 18 A structural diagram of a torque distribution device provided for an embodiment of the present specification;

[0028] Figure 19 A structural diagram of a torque distribution device provided for an embodiment of the present specification;

[0029] Figure 20 A structural diagram of a computer device provided for an embodiment of the present specification. DETAILED DESCRIPTION

[0030] In order to enable personnel in the technical field to better understand the present specification, the technical solutions in the present specification will be described clearly and completely in conjunction with the accompanying drawings in the embodiments of the present specification. Obviously, the described embodiments are only part of the embodiments of the present specification, rather than all the embodiments. Based on the embodiments in the present specification, all other embodiments obtained by those of ordinary skill in the art without creative labor fall within the scope of protection of the present specification.

[0031] At present, the torque distribution strategy of a vehicle is usually a torque distribution strategy based on a determined rule. The main idea of the strategy is to adjust the motor torque to shift the working point of the motor so that the motor works in the high-efficiency interval as much as possible from the perspective of optimizing the motor efficiency. However, the existing rule-based torque distribution strategy needs to rely on experience and energy consumption efficiency of the motor to formulate rules, and it is relatively difficult to adapt to the dynamic change requirements of actual working conditions such as steering conditions.

[0032] During the steering process of a vehicle, the torque distribution strategy is usually adjusted by interfering with the steering signals such as steering wheel angle or yaw angle. That is, the strength of the steering signal is judged, and the torque distribution strategy is adjusted when the steering signal reaches a certain strength. In this process, it is difficult to ensure the timeliness and strength of the adjustment of the torque distribution strategy, thereby causing the torque distribution process to be not smooth, and further causing the driving controllability of the vehicle to be low.

[0033] Therefore, it is necessary to provide a torque distribution method, when the vehicle has a steering intention and has not yet adjusted the front axle demand torque and the rear axle demand torque according to the total demand torque and the front-rear axle demand torque distribution ratio, the first steering promotion slope can be determined by the vehicle speed, and the larger one of the front axle demand torque and the rear axle demand torque is increased and the smaller one of the front axle demand torque and the rear axle demand torque is reduced according to the first steering promotion control slope, so as to provide a suitable front torque for subsequent adjustment of the front axle demand torque and the rear axle demand torque according to the total demand torque and the front-rear axle demand torque distribution ratio, thereby promoting the steering process of the vehicle, improving the steering sensitivity of the vehicle and the smoothness of the torque distribution process, and further improving the driving maneuverability of the vehicle during steering.

[0034] The embodiments of the present specification provide a torque distribution system. Please refer to Figure 1 The torque distribution system can include a plurality of wheels of a vehicle, a plurality of motors, a plurality of motor controllers, a plurality of sensors, a vehicle control unit (VCU), an electronic stability controller (ESC), a power battery, and a battery manager.

[0035] Specifically, each motor is mechanically connected to and drives one wheel through a transmission mechanism. Each motor controller is electrically connected to and controls one motor, or each motor controller can be electrically connected to and control two motors. The motor controller can control the motor to convert the electric energy of the power battery into kinetic energy and output to the corresponding wheel through the transmission mechanism. The vehicle control unit is electrically connected to the plurality of motor controllers, the plurality of sensors, the electronic stability controller, and the battery manager. For example, each motor controller can communicate with one motor through a power supply harness or a motor signal harness, the vehicle control unit can communicate with the plurality of motor controllers, the electronic stability controller, and the battery manager through a communication bus, and the vehicle control unit can communicate with the plurality of sensors through the communication bus, a signal line, or a power supply line. For example, the communication bus can be a controller area network (CAN) bus.

[0036] Specifically, the plurality of wheels can be driving wheels, the plurality of wheels can include coaxial left and right wheels, for example, the plurality of wheels can include front axle left and right wheels of a front axle, rear axle left and right wheels of a rear axle. Specifically, the plurality of wheels can further include two steering wheels, for example, the two steering wheels can include the front axle left and right wheels. Specifically, for example, the plurality of motors can include a front left motor, a front right motor, a rear left motor and a rear right motor. Specifically, the plurality of motor controllers can include four motor controllers, such as a front left motor controller, a front right motor controller, a rear left motor controller and a rear right motor controller, wherein the front left motor controller is used to control the front left motor, the front right motor controller is used to control the front right motor, the rear left motor controller is used to control the rear left motor, and the rear right motor controller is used to control the rear right motor. Specifically, the plurality of motor controllers can include two motor controllers, such as a front motor controller and a rear motor controller, wherein the front motor controller is used to control the front left and right motors, and the rear motor controller is used to control the rear left and right motors.

[0037] Specifically, the power battery can be an electric power storage device installed in the vehicle, and can provide electric energy for modules or devices that need power support, such as the vehicle controller, the body stability controller, the plurality of motor controllers, the plurality of motors, the plurality of sensors, etc.

[0038] In this embodiment, please refer to Figure 2 The vehicle controller can obtain the driving parameters of the vehicle through one or more of the plurality of sensors, the body stability controller, and the battery manager, wherein the driving parameters of the vehicle can include one or more of the driver demand, the wheel state parameter and the vehicle state parameter.

[0039] The driver demand represents operation information of the driver to the vehicle, and the driver demand can include one or more of a driver drive demand, a driver brake demand, and a driver steering demand. Illustratively, the driver drive demand can be determined according to an accelerator pedal depth of an accelerator pedal and a gear, can also be determined according to an accelerator pedal force of the accelerator pedal and the gear, and can also be determined according to the accelerator pedal depth, the accelerator pedal force, and the gear. As an example, the gear can include a reverse gear, a forward gear, and a neutral gear. Illustratively, the driver brake demand can be determined according to a brake pedal depth of a brake pedal, can also be determined according to a brake pedal force of the brake pedal, and can also be determined according to the brake pedal depth and the brake pedal force. As an example, the brake pedal force can refer to a brake master cylinder pressure. Illustratively, the driver steering demand can include a steering wheel angle of the vehicle. Illustratively, the driver demand can also include a steering wheel angular velocity and a steering torque applied by the driver to the steering wheel. As an example, the steering wheel angle can be determined according to the steering wheel angular velocity, can also be determined according to the steering torque applied by the driver to the steering wheel, and can also be determined according to the steering wheel angular velocity and the steering torque applied by the driver to the steering wheel.

[0040] The wheel state parameter can include one or more of a wheel speed of the wheel, a wheel acceleration, a wheel driving force, a front wheel steering angle of the front wheel, a wheel driving force, and a demand torque determined by a vehicle body stability controller. Illustratively, the wheel driving force can be determined based on an actual output torque of the motor corresponding to the wheel at the current time. Illustratively, the demand torque determined by the vehicle body stability controller can refer to a demand torque of one wheel in any axis determined by the vehicle body stability controller when the vehicle body stability controller is in a triggered state. Illustratively, each motor can establish a torque transmission relationship with a wheel through a transmission mechanism, and a speed conversion relationship between the motor speed and the wheel speed can be determined according to the torque transmission relationship. Therefore, the wheel speed of the wheel can be directly obtained by a sensor, or can be determined based on the motor speed of the motor corresponding to the wheel.

[0041] The whole vehicle state parameter can include one or more of a vehicle body inertia, a vehicle total driving force, a vehicle speed, a motor speed, a maximum output torque of the motor, and an actual output torque of the motor. The vehicle body inertia can reflect an inertia of the vehicle in a driving motion, and can include one or more of lateral acceleration, longitudinal acceleration, and yaw angular velocity. The vehicle speed can be directly acquired by a sensor, calculated according to wheel speed and vehicle body inertia, or calculated according to motor speed and vehicle body inertia. The current battery capacity of the power battery can be acquired by a battery manager. The vehicle total driving force can be determined based on the actual output torque of each motor corresponding to each wheel.

[0042] In the embodiment, the whole vehicle controller can preprocess the acquired driving parameters of the vehicle for easy operation processing when acquiring the driving parameters of the vehicle. The driving parameters of the vehicle can be converted into a preset format for easy operation processing through preprocessing. The whole vehicle controller can obtain an operation processing result by operation processing the driving parameters of the vehicle, and can determine a control parameter according to the operation processing result and send the control parameter to the corresponding motor controller, so that the motor controller controls the corresponding motor to timely adjust the actual output torque of the motor according to the control parameter. The whole vehicle controller can also obtain a total demand torque of the vehicle by operation processing the driving parameters of the vehicle, and perform torque differentiation, i.e., torque distribution, on the total demand torque according to the operation processing result, so as to determine the demand torque of each axle or each wheel to instruct the corresponding motor of each axle or each wheel to output the corresponding demand torque. The whole vehicle controller can also optimize the overall efficiency of the multiple motors according to the driver demand, and perform torque differentiation on the total demand torque according to the optimized overall efficiency of the multiple motors, so as to determine the demand torque of each axle or each wheel to enable the corresponding motor of each axle or each wheel to output the corresponding demand torque.

[0043] In some embodiments, the vehicle body stability controller can be electrically connected with the multiple motor controllers, the multiple sensors, and the battery manager. The vehicle body stability controller can communicate with the multiple motor controllers, the multiple sensors, and the battery manager through a communication bus.

[0044] As an example, the vehicle body stability controller can also calculate the driving parameters of the vehicle to obtain a calculation result, and can determine a control parameter according to the calculation result and transmit the control parameter to the vehicle controller, so that the vehicle controller transmits the control parameter to the corresponding motor controller, so that the motor controller controls the corresponding motor to timely adjust the actual output torque of the motor according to the control parameter. The vehicle body stability controller can also calculate the driving parameters of the vehicle to obtain the total demand torque of the vehicle, and perform torque differentiation on the total demand torque according to the calculation result, so as to determine the demand torque of each axle or each wheel, and transmit the demand torque of each axle or each wheel to the vehicle controller, so that the vehicle controller can instruct the corresponding motor to output the corresponding demand torque according to the demand torque of each axle or each wheel. The vehicle body stability controller can also optimize the overall efficiency of the multiple motors according to the driver demand, and perform torque differentiation on the total demand torque according to the optimized overall efficiency of the motors, so as to determine the demand torque of each axle or each wheel, and transmit the demand torque of each axle or each wheel to the vehicle controller, so that the vehicle controller can instruct the corresponding motor to output the corresponding demand torque according to the demand torque of each axle or each wheel.

[0045] As an example, the vehicle body stability controller can also calculate the driving parameters of the vehicle to obtain a calculation result, and can determine a control parameter according to the calculation result and transmit the control parameter to the corresponding motor controller, so that the motor controller controls the corresponding motor to timely adjust the actual output torque of the motor according to the control parameter. The vehicle body stability controller can also calculate the driving parameters of the vehicle to obtain the total demand torque of the vehicle, and perform torque differentiation on the total demand torque according to the calculation result, so as to determine the demand torque of each axle or each wheel, and transmit the demand torque of each axle or each wheel to the vehicle controller, so that the vehicle controller can instruct the corresponding motor to output the corresponding demand torque according to the demand torque of each axle or each wheel. The vehicle body stability controller can also optimize the overall efficiency of the multiple motors according to the driver demand, and perform torque differentiation on the total demand torque according to the optimized overall efficiency of the motors, so as to determine the demand torque of each axle or each wheel, and transmit the demand torque of each axle or each wheel to the vehicle controller, so that the vehicle controller can instruct the corresponding motor to output the corresponding demand torque according to the demand torque of each axle or each wheel.

[0046] The embodiments of the present specification provide a torque distribution method, please refer to Figure 3 , Figure 3is a flowchart of a torque distribution method provided by the embodiment. The embodiment provides the method operation steps as shown in the flowchart, but more or less operation steps can be included based on conventional or non-inventive labor. The order of steps listed in the embodiment is only one of the many execution orders, and does not represent the only execution order. In actual system or server product execution, the method order shown in the embodiment can be executed in sequence or in parallel (for example, in a parallel processor or multi-threaded processing environment). The torque distribution method can be applied to the vehicle controller in the torque distribution system, specifically as shown in Figure 3 The torque distribution method can include the following steps.

[0047] Step S310: If it is determined that the vehicle is in the over-steering state, a cornering control slope is determined based on a set of cornering safety parameters of the vehicle.

[0048] In some cases, when the vehicle is in the over-steering state in the steering working condition, there is a problem of lateral slippage of the wheels caused by excessive longitudinal force, which easily leads to unstable vehicle driving. When the vehicle is in the over-steering state, cornering safety control can be performed on the vehicle, i.e., a cornering control slope can be determined, so that the actual output torque of the motor can be adjusted according to the cornering control slope, thereby enhancing the lateral controllability of the vehicle and improving the driving stability of the vehicle.

[0049] In the embodiment, please refer to Figure 4 , Figure 4 a flowchart of front-rear axle torque difference is shown. The vehicle controller can determine whether the vehicle is in the over-steering state, and if it is determined that the vehicle is in the over-steering state, a cornering control slope can be determined based on a set of cornering safety parameters of the vehicle. Specifically, the set of cornering safety parameters can include a total driving force of the vehicle, a lateral acceleration, wheel speeds of a plurality of wheels, and a front wheel steering angle of the vehicle. The total driving force of the vehicle can be the sum of the driving forces of all the driving wheels in the vehicle. The lateral acceleration can be the acceleration in the direction perpendicular to the driving direction of the vehicle, i.e., the acceleration caused by the centrifugal force of the vehicle in the steering working condition. The front wheel steering angle can be the angle formed between the deflection of the steering wheel, i.e., the front wheel, in the steering working condition and the center line when the front wheel does not deflect. The cornering control slope can be used as a control parameter, and the size of the cornering control slope can represent the speed of torque adjustment or the amount of torque adjustment per unit time.

[0050] Step S320: According to the cornering control slope, the current front-rear axle torque of the vehicle is reduced.

[0051] The current rear axle torque of the vehicle refers to the actual output torque of the motor corresponding to the driving wheel of the rear axle of the vehicle at the current moment. For example, the current rear axle torque can be the sum of the actual output torque of the motor corresponding to the two driving wheels of the rear axle at the current moment.

[0052] In the embodiment, after determining that the vehicle is in the over-steering state and determining the side slip control slope, the vehicle control unit can reduce the current rear axle torque of the vehicle according to the side slip control slope. Specifically, for example, when the current rear axle torque of the vehicle is reduced according to the side slip control slope, the current rear axle torque can be reduced according to the side slip control slope until the vehicle is not in the over-steering state.

[0053] For example, the vehicle control unit can reduce the current rear axle torque of the vehicle according to the side slip control slope, so as to realize the side slip safety control of the vehicle. For example, if it is determined that the vehicle is in the over-steering state, the side slip safety control is performed, and if it is determined that the vehicle is not in the over-steering state, the side slip safety control is not performed.

[0054] For example, referring to Figure 5 , when the vehicle is in the steering working condition, the current rear axle torque of the vehicle can be reduced according to the side slip control slope when the side slip safety control of the vehicle is performed, which can improve the lateral controllability of the vehicle. Figure 5 The arc line shown in the figure is a Kamm circle or a resultant force circle. When the vehicle is driven in the steering working condition, the driving force of the vehicle can include a longitudinal force Fx and a lateral force Fy. When the longitudinal force, the lateral force, and the resultant force formed by the longitudinal force and the lateral force are within the Kamm circle, the vehicle is in a controlled state. When the vehicle is in the over-steering state, the resultant force formed by the longitudinal force and the lateral force can exceed the Kamm circle, and the vehicle can produce lateral slip to cause the vehicle to lose control. The vehicle control unit can directly reduce the current rear axle torque of the vehicle according to the side slip control slope, so as to timely reduce the longitudinal force of the vehicle and provide a larger controllable force range for the lateral force, thereby reducing the possibility of lateral slip due to the resultant force formed by the longitudinal force and the lateral force exceeding the Kamm circle.

[0055] In the above embodiment, by determining whether the vehicle is in the over-steering state, if it is determined that the vehicle is in the over-steering state, the side slip control slope is determined, and the current rear axle torque of the vehicle is reduced according to the side slip control slope. In this way, the side slip safety control of the vehicle can be realized, and the lateral controllability of the vehicle can be enhanced, thereby reducing the possibility of lateral slip of the vehicle in the steering working condition, reducing the phenomenon of tail swing instability of the vehicle, and improving the driving stability of the vehicle.

[0056] In some embodiments, the reducing the rear axle required torque of the vehicle according to the side slip control slope can comprise: reducing the current rear axle torque according to the side slip control slope, and keeping the current front axle torque of the vehicle unchanged. The current front axle torque of the vehicle refers to the actual output torque of the motor corresponding to the driving wheel of the front axle of the vehicle at the current time. For example, the current front axle torque can be the sum of the actual output torque of the motor corresponding to the two driving wheels of the front axle at the current time.

[0057] In the above embodiments, by directly reducing the current rear axle torque of the vehicle according to the side slip control slope and keeping the current front axle torque of the vehicle unchanged, the driving stability of the vehicle can be improved in time when the vehicle is in the over-steering state, and the driving performance of the vehicle can be ensured to a certain extent.

[0058] In some embodiments, the determination of whether the vehicle is in the over-steering state can be made by using one or more of the following methods: (1) if the vehicle's center of mass side slip angle is greater than a specified center of mass side slip angle threshold, the vehicle is determined to be in the over-steering state; (2) if the vehicle's center of mass side slip angle rate of change is greater than a specified center of mass side slip angle rate of change threshold, the vehicle is determined to be in the over-steering state.

[0059] In the above embodiments, the vehicle's center of mass side slip angle can refer to the angle between the vehicle speed direction and the vehicle longitudinal axis, or in other words, the angle between the vehicle motion direction and the vehicle longitudinal direction. The vehicle's center of mass side slip angle rate of change can represent the rate of change of the center of mass side slip angle.

[0060] In some embodiments, the torque distribution method can further comprise: determining the vehicle's center of mass side slip angle or center of mass side slip angle rate of change according to a vehicle center of mass side slip parameter group. Specifically, the vehicle center of mass side slip parameter group can include the vehicle total driving force of the vehicle, the steering wheel angle, the yaw rate, the lateral acceleration, the longitudinal acceleration, and the wheel speeds of a plurality of wheels. For example, the steering wheel angle can refer to the steering wheel angular displacement measured based on the position of the steering wheel when the vehicle is straight. The longitudinal acceleration can refer to the acceleration along the direction of travel of the vehicle.

[0061] In some embodiments, the torque distribution method can further comprise: the specified center of mass side slip angle threshold can be determined according to the vehicle speed. In this embodiment, the specified center of mass side slip angle threshold can be dynamically determined according to the vehicle speed. For example, the specified center of mass side slip angle threshold can be negatively correlated with the vehicle speed of the vehicle.

[0062] In some embodiments, the torque distribution method can further comprise: the specified center of mass side slip angle rate of change threshold can be determined according to the vehicle speed. In this embodiment, the specified center of mass side slip angle rate of change threshold can be dynamically determined according to the vehicle speed. For example, the specified center of mass side slip angle rate of change threshold can be negatively correlated with the vehicle speed of the vehicle.

[0063] In some embodiments, referring to Figure 6 , the torque distribution method can further include the following steps.

[0064] Step S610: determining the front-rear axle demand torque distribution ratio of the vehicle according to the driving parameter group of the vehicle.

[0065] In some cases, when it is determined that the vehicle is not in the over-steering state during the driving of the vehicle, i.e., the vehicle is not subjected to the side slip safety control, the total demand torque of the vehicle and the front-rear axle demand torque distribution ratio can be determined according to the relevant driving parameter group, so that the front axle demand torque corresponding to the front axle and the rear axle demand torque corresponding to the rear axle can be determined, and thus the motor of the front axle can be instructed to output the front axle demand torque and the motor of the rear axle can be instructed to output the rear axle demand torque.

[0066] In the present embodiment, referring to Figure 4 , the vehicle controller can determine the front-rear axle demand torque distribution ratio of the vehicle according to the driving parameter group of the vehicle. Specifically, for example, the front-rear axle demand torque distribution ratio corresponding to the driving parameter group can be obtained from a distribution ratio determination table according to the driving parameter group.

[0067] Step S620: when the front-rear axle demand torque distribution ratio is greater than or equal to a preset front-rear axle demand torque distribution ratio, determining the front axle demand torque and the rear axle demand torque of the vehicle according to the total demand torque of the vehicle and the front-rear axle demand torque distribution ratio.

[0068] In the present embodiment, the vehicle controller can determine the front axle demand torque and the rear axle demand torque of the vehicle according to the total demand torque of the vehicle and the front-rear axle demand torque distribution ratio when the front-rear axle demand torque distribution ratio is greater than or equal to a preset front-rear axle demand torque distribution ratio. Specifically, the preset front-rear axle demand torque distribution ratio can be a trigger value, i.e., when the total demand torque of the vehicle and the front-rear axle demand torque distribution ratio are determined according to the relevant driving parameter group during the driving of the vehicle, and the front-rear axle demand torque distribution ratio is greater than or equal to the preset front-rear axle demand torque distribution ratio, the front axle demand torque and the rear axle demand torque are determined according to the total demand torque and the front-rear axle demand torque distribution ratio.

[0069] Step S630: when the front-rear axle demand torque distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle has a first steering intention, determining a first steering promotion control slope based on the vehicle speed of the vehicle, and determining the front axle demand torque and the rear axle demand torque according to the total demand torque and the front-rear axle demand torque distribution ratio.

[0070] In the embodiment, the vehicle controller can determine the first steering promotion control slope based on the vehicle speed of the vehicle in the case that the front-rear axle demand torque distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle has the first steering intention. Specifically, the front-rear axle demand torque distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle has the first steering intention, which indicates that the vehicle is about to start steering or is in the state of just starting steering, but at this time, the front-rear axle demand torque distribution ratio determined according to the related group of driving parameters is less than the preset front-rear axle demand torque distribution ratio, and the front axle demand torque and the rear axle demand torque have not yet been adjusted, so the first steering promotion control slope can be determined according to the vehicle speed, so that the front axle demand torque and the rear axle demand torque can be adjusted according to the first steering promotion control slope to promote the steering process of the vehicle.

[0071] Specifically, the following method can be used to determine whether the vehicle has the first steering intention: if the front-rear axle speed difference of the vehicle is greater than the preset front-rear axle speed difference, it is determined that the vehicle has the first steering intention.

[0072] Specifically, the front-rear axle speed difference can be determined according to the front axle speed and the rear axle speed of the vehicle.

[0073] Specifically, the front-rear axle speed difference can be determined based on the front axle wheel speed and the rear axle wheel speed of the vehicle.

[0074] Specifically, the first steering promotion control slope can be positively correlated with the vehicle speed.

[0075] Step S640: increasing the larger one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope, and decreasing the smaller one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope.

[0076] In the embodiment, the vehicle controller can increase the larger one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope, and decrease the smaller one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope. For example, the vehicle has the first steering intention, which indicates that there is a speed difference between the front axle speed and the rear axle speed of the vehicle, and when the vehicle continues to steer, the speed difference between the front axle speed and the rear axle speed will continue to increase. The vehicle controller can increase the larger one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope, and decrease the smaller one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope, which can promote the steering process of the vehicle.

[0077] In the above embodiment, in the case that the front-rear axle demand torque distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle has the first steering intention, the first steering promotion control slope is determined based on the vehicle speed of the vehicle, and the larger one of the front axle demand torque and the rear axle demand torque is increased and the smaller one of the front axle demand torque and the rear axle demand torque is reduced according to the first steering promotion control slope, which can provide a suitable front torque for subsequent adjustment of the front axle demand torque and the rear axle demand torque according to the total demand torque and the front-rear axle demand torque distribution ratio, thereby promoting the steering process of the vehicle, improving the steering sensitivity of the vehicle and the smoothness of the torque distribution process, and further improving the driving controllability of the vehicle during steering.

[0078] In some embodiments, the set of driving parameters of the vehicle can include a first set of steering demand parameters, the front-rear axle demand torque distribution ratio can include a first distribution ratio, and the preset front-rear axle demand torque distribution ratio can include a preset first distribution ratio. Please refer to Figure 7 , the torque distribution method can further include the following steps.

[0079] Step S710: If it is determined that the vehicle is not in the over-steering state, the first distribution ratio is determined according to the first set of steering demand parameters of the vehicle.

[0080] In some cases, when it is determined that the vehicle is not in the over-steering state, i.e., the vehicle is not subjected to the side slip safety control, the total demand torque of the vehicle and the distribution ratio can be determined according to the relevant driving parameters, and the front axle demand torque corresponding to the front axle and the rear axle demand torque corresponding to the rear axle can be determined according to the total demand torque and the distribution ratio, so that the motor of the front axle outputs the front axle demand torque and the motor of the rear axle outputs the rear axle demand torque.

[0081] In the present embodiment, please continue to refer to Figure 4 The vehicle control unit can determine whether the vehicle is in the over-steering state, and if it is determined that the vehicle is not in the over-steering state, the first distribution ratio can be determined according to the first set of steering demand parameters of the vehicle. Specifically, for example, the vehicle control unit can query a first distribution ratio determination table according to the first set of steering demand parameters to obtain the first distribution ratio. The first distribution ratio can refer to the ratio of the front axle demand torque to the rear axle demand torque, and the first distribution ratio can be used to distribute the front axle demand torque and the rear axle demand torque. Specifically, the first set of steering demand parameters can include the steering wheel angle of the vehicle, the vehicle speed, and the total driving force of the vehicle.

[0082] Step S720: The total demand torque of the vehicle is determined according to the driver driving demand and the maximum output torque of the vehicle.

[0083] The driver driving demand, i.e., the driver acceleration demand, can be determined according to an accelerator pedal depth of the accelerator pedal and a gear position, can be determined according to an accelerator pedal force of the accelerator pedal and the gear position, or can be determined according to the accelerator pedal depth, the accelerator pedal force, and the gear position. As an example, the gear position can include a reverse gear (R), a forward gear (D), and a neutral gear (N).

[0084] The maximum output torque of the vehicle can be a sum of maximum output torques of all electric machines in the vehicle.

[0085] In this embodiment, the vehicle controller can determine the total demand torque of the vehicle according to the driver driving demand and the maximum output torque of the vehicle. Specifically, for example, the vehicle controller can query a total demand torque determination table according to the driver driving demand and the maximum output torque of the vehicle to obtain the total demand torque of the vehicle. Exemplarily, the total demand torque determination table can be pre-calibrated.

[0086] Step S730: In a case where the first distribution ratio is greater than or equal to a preset first distribution ratio, determining the front axle demand torque and the rear axle demand torque according to the first distribution ratio and the total demand torque.

[0087] The preset first distribution ratio can refer to a threshold value corresponding to the first distribution ratio.

[0088] In this embodiment, the vehicle controller can determine the front axle demand torque and the rear axle demand torque according to the first distribution ratio and the total demand torque in a case where the first distribution ratio is greater than or equal to the preset first distribution ratio. Specifically, for example, the preset first distribution ratio can be in a range of 1-1.05.

[0089] Exemplarily, determining the front axle demand torque and the rear axle demand torque according to the first distribution ratio and the total demand torque can refer to performing trim control on the vehicle based on the driver steering demand. Exemplarily, if the first distribution ratio is greater than or equal to the preset first distribution ratio, the trim control on the vehicle is performed based on the driver steering demand, and if the first distribution ratio is less than the preset first distribution ratio, the trim control on the vehicle is not performed based on the driver steering demand.

[0090] In the above embodiment, the first distribution ratio is determined according to the steering wheel angle, the vehicle speed, and the total driving force of the vehicle in the first steering demand parameter group, and the front axle demand torque and the rear axle demand torque are determined according to the first distribution ratio and the total demand torque in a case where the first distribution ratio is greater than or equal to the preset first distribution ratio, so that the trim control on the vehicle based on the driver steering demand can be implemented, and the controllability of the vehicle is improved.

[0091] In some embodiments, the driving parameter group of the vehicle can further include a dynamic load parameter group, the dynamic load parameter group can further include a dynamic load parameter group, the front-rear axle demand torque distribution ratio can further include a second distribution ratio, and the preset front-rear axle demand torque distribution ratio can further include a preset second distribution ratio. Please refer to Figure 8 The torque distribution method can further include the following steps.

[0092] Step S810: In the case where the first distribution ratio is less than the preset first distribution ratio, determining a front-rear axle dynamic load ratio according to the dynamic load parameter group.

[0093] In some cases, when the vehicle is not subjected to the side slip safety control and is not subjected to the tuning control based on the driver's steering demand, the tuning control can be performed on the vehicle based on the dynamic load of the vehicle. That is, the front axle demand torque and the rear axle demand torque are determined according to the dynamic load of the front axle and the dynamic load of the rear axle of the vehicle, so that the motor of the front axle outputs the front axle demand torque and the motor of the rear axle outputs the rear axle demand torque.

[0094] In this embodiment, please continue to refer to Figure 4 In the case where the first distribution ratio is less than the preset first distribution ratio, the vehicle controller can determine a front-rear axle dynamic load ratio according to the dynamic load parameter group. Specifically, the vehicle controller can query a front-rear axle dynamic load ratio determination table according to the dynamic load parameter group to obtain the front-rear axle dynamic load ratio. The front-rear axle dynamic load ratio can be used to determine the second distribution ratio. Specifically, the dynamic load parameter group can include the longitudinal acceleration of the vehicle and the wheel speeds of a plurality of wheels.

[0095] Step S820: Determining the second distribution ratio according to the front-rear axle dynamic load ratio.

[0096] In this embodiment, the vehicle controller can determine the second distribution ratio according to the front-rear axle dynamic load ratio. The second distribution ratio can be used for front-rear axle demand torque distribution. Specifically, for example, the vehicle controller can query a second distribution ratio determination table according to the front-rear axle dynamic load ratio to obtain the second distribution ratio, wherein the second distribution ratio determination table can be pre-calibrated. The second distribution ratio can take a value in the range of 1-1.05.

[0097] Step S830: In the case where the second distribution ratio is greater than or equal to the preset second distribution ratio, determining the front axle demand torque and the rear axle demand torque according to the second distribution ratio and the total demand torque.

[0098] In the embodiment, the vehicle controller can determine the front axle demand torque and the rear axle demand torque according to the second distribution ratio and the total demand torque when the second distribution ratio is greater than or equal to the preset second distribution ratio. Specifically, for example, the vehicle controller can determine the front axle demand torque and the rear axle demand torque according to the second distribution ratio and the total demand torque, so as to realize the calibration control of the vehicle based on the dynamic load of the vehicle. Illustratively, if the second distribution ratio is greater than or equal to the preset second distribution ratio, the calibration control of the vehicle based on the dynamic load of the vehicle is realized, and if the second distribution ratio is less than the preset second distribution ratio, the calibration control of the vehicle based on the dynamic load of the vehicle is not realized.

[0099] In the above embodiment, the front-rear axle dynamic load ratio is determined according to the longitudinal acceleration of the vehicle and the wheel speeds of the plurality of wheels in the dynamic load parameter group, and the second distribution ratio is determined according to the front-rear axle dynamic load ratio. When the second distribution ratio is greater than or equal to the preset second distribution ratio, the front axle demand torque and the rear axle demand torque are determined according to the second distribution ratio and the total demand torque. In this way, the calibration control of the vehicle based on the dynamic load of the vehicle can be realized, so as to improve the driving stability of the vehicle to a certain extent.

[0100] In some embodiments, the torque distribution method can further include: when the front-rear axle demand torque distribution ratio is less than the preset front-rear axle demand torque distribution ratio, if the time that the vehicle speed is in the preset vehicle speed range reaches the preset time length, determining the front axle demand torque and the rear axle demand torque according to the vehicle speed and the total demand torque.

[0101] In some embodiments, please refer to Figure 4 , the torque distribution method can further include: when the second distribution ratio is less than the preset second distribution ratio, if the time that the vehicle speed of the vehicle is in the preset vehicle speed range reaches the preset time length, determining the front axle demand torque and the rear axle demand torque according to the vehicle speed and the total demand torque.

[0102] In some cases, when the calibration control of the vehicle based on the dynamic load of the vehicle is not realized, the calibration control of the vehicle based on the overall efficiency of the motor of the vehicle can be realized. That is, the front axle demand torque and the rear axle demand torque are determined by optimizing the overall efficiency of the motor of the vehicle, so as to instruct the motor of the front axle to output the front axle demand torque and instruct the motor of the rear axle to output the rear axle demand torque.

[0103] In the embodiment, please refer to Figure 4In a case where the second distribution ratio is less than the preset second distribution ratio, the vehicle controller can determine whether the vehicle speed of the vehicle is in the preset vehicle speed range, and can determine whether the time for which the vehicle speed is in the preset vehicle speed range reaches a preset time length. If the time for which the vehicle speed of the vehicle is in the preset vehicle speed range reaches the preset time length, the front axle demand torque and the rear axle demand torque are determined according to the vehicle speed and the total demand torque. Specifically, for example, the front axle demand torque and the rear axle demand torque can be obtained by querying a front-rear axle demand torque distribution table according to the vehicle speed and the total demand torque. Exemplarily, the front-rear axle demand torque distribution table can be calibrated according to the principle of economic optimization, wherein the economic optimization can be one of optimization of battery energy output efficiency, optimization of fuel energy output efficiency, and comprehensive optimization of battery energy output efficiency and fuel energy output efficiency.

[0104] In the above embodiment, when the time for which the vehicle speed is in the preset vehicle speed range reaches the preset time length, the front axle demand torque and the rear axle demand torque are obtained by querying the front-rear axle demand torque distribution table according to the vehicle speed and the total demand torque. In this way, the vehicle can be controlled based on the overall efficiency of the motor of the vehicle, so that the energy consumption performance of the vehicle during driving can be improved.

[0105] In some embodiments, the torque distribution method can further include, in a case where the front-rear axle demand torque distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle does not have the first steering intention, if the time for which the vehicle speed is in the preset vehicle speed range reaches the preset time length, determining the front axle demand torque and the rear axle demand torque according to the vehicle speed and the total demand torque.

[0106] In some embodiments, please continue to refer to Figure 4 , the torque distribution method can further include, in a case where the second distribution ratio is less than the preset second distribution ratio and the vehicle does not have the first steering intention, if the time for which the vehicle speed of the vehicle is in the preset vehicle speed range reaches the preset time length, determining the front axle demand torque and the rear axle demand torque according to the vehicle speed and the total demand torque.

[0107] In some embodiments, the torque distribution method can further include, in a case where the front-rear axle demand torque distribution ratio is less than the preset front-rear axle demand torque distribution ratio, if the vehicle speed is not in the preset vehicle speed range or the time for which the vehicle speed is in the preset vehicle speed range does not reach the preset time length, the total demand torque is evenly distributed as the front axle demand torque and the rear axle demand torque.

[0108] In some embodiments, please continue to refer to Figure 4The torque distribution method may further include: if the second distribution ratio is less than the preset second distribution ratio, and if the vehicle speed is not within the preset vehicle speed range, or the time within the preset vehicle speed range does not reach the preset duration, the total required torque is evenly distributed into the front axle required torque and the rear axle required torque.

[0109] In this embodiment, please continue to refer to Figure 4 When the vehicle is not calibrated and controlled based on its dynamic load and the overall efficiency of its motors, the vehicle controller can distribute the total required torque equally between the front axle and the rear axle to indicate the front axle motor outputting the required torque and the rear axle motor outputting the required torque.

[0110] In some implementations, please refer to [the relevant documentation]. Figure 4 The torque distribution method may further include: when the front and rear axle torque distribution ratio is less than the preset front and rear axle torque distribution ratio and the vehicle does not have a first steering intention, if the vehicle speed is not within the preset vehicle speed range, or the time within the preset vehicle speed range does not reach the preset duration, the total demand torque is evenly distributed into the front axle demand torque and the rear axle demand torque.

[0111] In some implementations, please refer to [the relevant documentation]. Figure 4 The torque distribution method may further include: if the second distribution ratio is less than the preset second distribution ratio and the vehicle does not have the first steering intention, and if the vehicle speed is not within the preset vehicle speed range, or the time within the preset vehicle speed range does not reach the preset duration, the total required torque is evenly distributed into the front axle required torque and the rear axle required torque.

[0112] In some implementations, the vehicle may include multiple wheels, which may include a coaxial left and right wheel. See also Figure 9 The torque distribution method may also include the following steps.

[0113] Step S910: Obtain the required torque of the axles containing the left and right wheels.

[0114] In some cases, during torque distribution, if it is determined that one of the left and right wheels on the same axle is a slipping wheel and the other is a non-slipping wheel, the second target torque requirement for the non-slipping wheel can be determined based on the axle torque requirements of the left and right wheels and the first target torque requirement of the slipping wheel, thereby improving the vehicle's driving dynamics.

[0115] In this embodiment, please continue to refer to Figure 4 , Figure 4 A schematic diagram of the front and rear axle torque differential is shown. Figure 4In this process, after differentiating the front and rear axle torques, the axle demand torque, including both the front and rear axle demand torques, can be determined. Please refer to [link / reference]. Figure 10 and Figure 11 , Figure 10 A schematic diagram of the torque difference between the left and right wheels of the front axle is shown. Figure 11 A schematic diagram of the torque differential between the left and right rear axle wheels is shown. Figure 10 and Figure 11 In the middle, can Figure 4 The axle demand torque determined by the torque difference between the front and rear axles is used as input, which serves as the axle demand torque for the left and right wheels.

[0116] Step S920: If it is determined that one of the left wheel and the right wheel is a slipping wheel and the other is a non-slipping wheel, obtain the first target required torque of the slipping wheel.

[0117] In this embodiment, if it is determined that one of the left and right wheels is a slipping wheel and the other is not slipping, the vehicle controller can obtain a first target required torque for the slipping wheel. For example, the first target required torque can be the required torque for the slipping wheel determined by the vehicle stability controller in response to a torque reduction request. By reducing the torque of the slipping wheel to the first target required torque, the slipping wheel can be prevented from slipping. As an example, the vehicle stability controller can instruct the traction control system (TCS) to reduce the torque of the slipping wheel to the first target required torque, thereby preventing or reducing slippage of the slipping wheel.

[0118] Step S930: Determine the first torque difference between the axle required torque and the first target required torque of the slipping wheel.

[0119] Step S940: Determine the torque distribution ratio of the non-slipping wheel based on the difference between the axle torque requirement and the first torque.

[0120] In this embodiment, the vehicle controller can determine the torque distribution ratio of the non-slipping wheels based on the axle demand torque and the first torque difference. Specifically, for example, the torque distribution ratio of the non-slipping wheels can be obtained by looking up a torque distribution ratio determination table for the non-slipping wheels based on the axle demand torque and the first torque difference. The torque distribution ratio determination table for the non-slipping wheels can be pre-calibrated.

[0121] Step S950: Determine the second target torque demand of the non-slipping wheel based on the ratio of the axle torque demand to the torque demand of the non-slipping wheel.

[0122] In the above embodiment, since the first target demand torque is determined by the vehicle body stability controller according to the road surface performance, and the demand torques of the slipping wheel and the non-slip wheel on the same axle are determined based on the driver demand, when the vehicle stability controller reduces the demand torque of the slipping wheel in the left wheel and the right wheel on the same axle to the first target demand torque, the second target demand torque of the non-slip wheel is determined according to the first target demand torque of the slipping wheel and the axle demand torque of the axle on which the slipping wheel is located, so that the non-slip wheel is increased in torque according to the road surface performance and the driver demand, the deviation between the total demand torque determined based on the driver demand and the actual output torque of the vehicle is reduced, the control of the driving stability and the driving power of the vehicle is realized, and the driving stability of the vehicle can be improved while the driving power of the vehicle is improved. At the same time, compared with directly increasing the torque of the non-slip wheel, for example, directly taking the reduction amount of the torque of the slipping wheel as the increase amount of the torque of the non-slip wheel, the phenomenon that the non-slip wheel becomes the slipping wheel due to excessive torque is reduced, so that the number of times of intervention or exit request of the vehicle body stability controller in the reduction process is reduced, and the driving stability of the vehicle is further improved.

[0123] In some embodiments, the first target demand torque is less than half of the axle demand torque, the second target demand torque is greater than half of the axle demand torque, and the second target demand torque is less than the first torque difference.

[0124] In some embodiments, the following method can be used to determine whether the wheel is a slipping wheel: if the slip ratio of the wheel is greater than a preset slip ratio safety threshold, the wheel is determined to be a slipping wheel. It should be noted that the threshold value of the preset slip ratio safety threshold can be determined according to the road surface adhesion coefficient, the vehicle speed, etc.

[0125] In some embodiments, referring to Figure 12 , the first target demand torque of the slipping wheel can include the following steps.

[0126] Step S1210: obtaining the road surface adhesion coefficient of the road surface on which the slipping wheel is located and the dynamic load of the slipping wheel.

[0127] In some cases, when the vehicle body stability controller determines the first target demand torque of the slipping wheel, the first target demand torque of the slipping wheel can be determined according to the road surface adhesion coefficient of the road surface on which the slipping wheel is located and the dynamic load of the slipping wheel.

[0128] In the embodiment, the vehicle controller can obtain the road surface adhesion coefficient of the road surface on which the slipping wheel is located and the dynamic load of the slipping wheel, so that the first target demand torque of the slipping wheel can be determined.

[0129] Step S1220: determining the first target demand torque of the slipping wheel according to the road surface adhesion coefficient and the dynamic load.

[0130] In the embodiment, the vehicle controller can determine the first target demand torque of the slipping wheel according to the road adhesion coefficient of the road surface on which the slipping wheel is located and the dynamic load of the slipping wheel. Specifically, for example, the vehicle controller can determine the maximum road adhesion force according to the road adhesion coefficient and the dynamic load, so that the first target demand torque can be determined according to the maximum road adhesion force, thereby alleviating the slipping problem of the slipping wheel.

[0131] In the above embodiment, the second target demand torque of the non-slip wheel on the same shaft can be determined according to the first target demand torque of the slipping wheel and the shaft demand torque when the demand torque of the slipping wheel is reduced to the first target demand torque, so that the control of the driving stability and the driving power of the vehicle can be realized, that is, the driving stability of the vehicle is improved while the driving power of the vehicle is improved.

[0132] In some embodiments, the left wheel of the vehicle wheel can include a front axle left wheel of the front axle, the right wheel of the vehicle wheel can include a front axle right wheel of the front axle, the shaft demand torque of the shaft on which the left wheel and the right wheel are located can include a front axle demand torque of the front axle, the first target demand torque can include a third target demand torque, and the second target demand torque can include a fourth target demand torque. Please continue to refer to Figure 10 and refer to Figure 13 The torque distribution method can further include the following steps.

[0133] Step S1310: obtaining the front axle demand torque.

[0134] Step S1320: if it is determined that one of the front axle left wheel and the front axle right wheel is a front axle slipping wheel and the other is a front axle non-slip wheel, obtaining a third target demand torque of the front axle slipping wheel.

[0135] Step S1330: determining a second torque difference between the front axle demand torque and the third target demand torque.

[0136] Step S1340: determining a demand torque distribution ratio of the front axle non-slip wheel according to the front axle demand torque and the second torque difference.

[0137] Step S1350: determining a fourth target demand torque of the front axle non-slip wheel according to the front axle demand torque and the demand torque distribution ratio of the front axle non-slip wheel.

[0138] In the above embodiment, when the demand torque of the front-axle slipping wheel is reduced to the third target demand torque, the fourth target demand torque of the front-axle non-slip wheel can be determined according to the third target demand torque and the front-axle demand torque, so that the control of the driving stability and the driving power of the vehicle can be further implemented, that is, the driving stability of the vehicle is improved while the driving power of the vehicle is improved.

[0139] In some embodiments, the third target demand torque is less than half of the front-axle demand torque, the fourth target demand torque is greater than half of the front-axle demand torque, and the fourth target demand torque is less than the second torque difference.

[0140] In some embodiments, the determination of whether the front-axle left wheel or the front-axle right wheel is a slipping wheel can be performed in the following manner: if the slip rate of the front-axle left wheel is greater than a preset slip rate safety threshold, the front-axle left wheel is determined to be a front-axle slipping wheel; if the slip rate of the front-axle right wheel is greater than the preset slip rate safety threshold, the front-axle right wheel is determined to be a front-axle slipping wheel.

[0141] In some embodiments, the third target demand torque of the front-axle slipping wheel can be obtained by the following steps: obtaining the road surface adhesion coefficient of the road surface on which the front-axle slipping wheel is located and the dynamic load of the front-axle slipping wheel; and determining the third target demand torque of the front-axle slipping wheel according to the road surface adhesion coefficient of the road surface on which the front-axle slipping wheel is located and the dynamic load of the front-axle slipping wheel.

[0142] In some embodiments, please refer to Figure 10 and refer to Figure 14 , the torque distribution method can further include the following steps.

[0143] Step S1410: If it is determined that the front-axle left wheel and the front-axle right wheel are both front-axle non-slip wheels, the front-axle left wheel and the front-axle right wheel demand torque distribution ratio of the vehicle is determined according to the second steering demand parameter group of the vehicle.

[0144] Specifically, the second steering demand parameter group can include the steering wheel angle of the vehicle, the vehicle speed, and the front-axle driving force. The front-axle driving force can be the sum of the wheel driving forces of the front-axle left wheel and the front-axle right wheel.

[0145] In this embodiment, if it is determined that the front-axle left wheel and the front-axle right wheel are both front-axle non-slip wheels, the front-axle left wheel and the front-axle right wheel demand torque distribution ratio of the vehicle can be determined by the vehicle control unit according to the second steering demand parameter group. Specifically, for example, the vehicle control unit can query the front-axle left wheel and the front-axle right wheel demand torque distribution ratio determination table according to the second steering demand parameter group to obtain the front-axle left wheel and the front-axle right wheel demand torque distribution ratio. The front-axle left wheel and the front-axle right wheel demand torque distribution ratio determination table can be pre-calibrated.

[0146] Step S1420: In a case where the front-axle-left-and-right-wheel-demand-torque distribution ratio is greater than or equal to the preset front-axle-left-and-right-wheel-demand-torque distribution ratio, determining the front-axle-left-wheel-demand torque and the front-axle-right-wheel-demand torque of the vehicle according to the front-axle-left-and-right-wheel-demand-torque distribution ratio and the front-axle-demand torque.

[0147] In the above embodiment, the front-axle-left-and-right-wheel-demand-torque distribution ratio is determined according to the steering wheel angle, the vehicle speed and the front-axle-driving force of the vehicle in the second steering demand parameter group, and in a case where the front-axle-left-and-right-wheel-demand-torque distribution ratio is greater than or equal to the preset front-axle-left-and-right-wheel-demand-torque distribution ratio, the front-axle-left-wheel-demand torque and the front-axle-right-wheel-demand torque of the vehicle are determined according to the front-axle-left-and-right-wheel-demand-torque distribution ratio and the front-axle-demand torque, so that the vehicle can be controlled according to the steering demand of the driver, and the controllability of the vehicle is improved.

[0148] In some embodiments, please refer to Figure 10 , the torque distribution method can further include: in a case where the front-axle-left-and-right-wheel-demand-torque distribution ratio is less than the preset front-axle-left-and-right-wheel-demand-torque distribution ratio and the vehicle has the second steering intention, determining a second steering promotion control slope based on the vehicle speed, increasing the larger one of the front-axle-left-wheel-demand torque and the front-axle-right-wheel-demand torque according to the second steering promotion control slope, and decreasing the smaller one of the front-axle-left-wheel-demand torque and the front-axle-right-wheel-demand torque according to the second steering promotion control slope.

[0149] Specifically, whether the vehicle has the second steering intention can be determined in the following manner: if the front-axle-left-and-right-wheel-speed difference of the vehicle is greater than a preset front-axle-left-and-right-wheel-speed difference, it is determined that the vehicle has the second steering intention.

[0150] Specifically, the front-axle-left-and-right-wheel-speed difference can be determined based on the front-axle-left-wheel-wheel speed and the front-axle-right-wheel-wheel speed of the vehicle.

[0151] Specifically, the second steering promotion control slope is positively correlated with the vehicle speed.

[0152] In some embodiments, please refer to Figure 10 , the torque distribution method can further include: in a case where the front-axle-left-and-right-wheel-demand-torque distribution ratio is less than the preset front-axle-left-and-right-wheel-demand-torque distribution ratio and the vehicle does not have the second steering intention, distributing the front-axle-demand torque equally as the front-axle-left-wheel-demand torque and the front-axle-right-wheel-demand torque.

[0153] In some embodiments, please refer to Figure 10 , the torque distribution method can further include: in a case where the front-axle-left-and-right-wheel-demand-torque distribution ratio is less than the preset front-axle-left-and-right-wheel-demand-torque distribution ratio, distributing the front-axle-demand torque equally as the front-axle-left-wheel-demand torque and the front-axle-right-wheel-demand torque.

[0154] In some embodiments, the left wheel of the vehicle wheels can include a rear axle left wheel of the rear axle, the right wheel of the vehicle wheels can include a rear axle right wheel of the rear axle, the axle required torque of the axle on which the left wheel and the right wheel are located can include a rear axle required torque of the rear axle, the first target required torque can further include a fifth target required torque, the second target required torque can include a sixth target required torque, and the first torque difference can include a third torque difference. Please continue to refer to Figure 11 And refer to Figure 15 The torque distribution method can further include the following steps.

[0155] Step S1510: Obtain the rear axle required torque.

[0156] Step S1520: If it is determined that one of the rear axle left wheel and the rear axle right wheel is a rear axle slipping wheel and the other is a rear axle non-slip wheel, obtain the fifth target required torque of the rear axle slipping wheel.

[0157] Step S1530: Determine the third torque difference between the rear axle required torque and the fifth target required torque.

[0158] Step S1540: According to the rear axle required torque and the third torque difference, determine the required torque distribution ratio of the rear axle non-slip wheel.

[0159] Step S1550: According to the rear axle required torque and the required torque distribution ratio of the rear axle non-slip wheel, determine the sixth target required torque of the rear axle non-slip wheel.

[0160] In the above embodiments, when the required torque of the rear axle slipping wheel is reduced to the fifth target required torque, the sixth target required torque of the rear axle non-slip wheel can be determined according to the fifth target required torque and the rear axle required torque, which can further realize the control of the driving stability and the driving power of the vehicle, that is, further realize the improvement of the driving stability of the vehicle while improving the driving power of the vehicle.

[0161] In some embodiments, the fifth target required torque is less than half of the rear axle required torque, the sixth target required torque is greater than half of the rear axle required torque, and the sixth target required torque is less than the third torque difference.

[0162] In some embodiments, the following method can be used to determine whether the rear axle left wheel or the rear axle right wheel is a slipping wheel: if the slip rate of the rear axle left wheel is greater than a preset slip rate safety threshold, it is determined that the rear axle left wheel is a rear axle slipping wheel; if the slip rate of the rear axle right wheel is greater than a preset slip rate safety threshold, it is determined that the rear axle right wheel is a rear axle slipping wheel.

[0163] In some embodiments, the acquiring the fifth target demand torque of the rear-axle slipping wheel can include the following steps: acquiring a road surface adhesion coefficient of a road surface where the rear-axle slipping wheel is located and a dynamic load of the rear-axle slipping wheel; and determining the fifth target demand torque of the rear-axle slipping wheel according to the road surface adhesion coefficient of the road surface where the rear-axle slipping wheel is located and the dynamic load of the rear-axle slipping wheel.

[0164] In some embodiments, please refer to Figure 11 and refer to Figure 16 , the torque distribution method can further include the following steps.

[0165] Step S1610: If it is determined that the rear-axle left wheel and the rear-axle right wheel are both rear-axle non-slipping wheels, determining a rear-axle left wheel and right wheel demand torque distribution ratio of the vehicle according to a third steering demand parameter group of the vehicle.

[0166] Specifically, the third steering demand parameter group can include a steering wheel angle of the vehicle, a vehicle speed, and a rear-axle driving force. The rear-axle driving force can be the sum of the wheel driving forces of the rear-axle left wheel and the rear-axle right wheel.

[0167] In the embodiment, if it is determined that the rear-axle left wheel and the rear-axle right wheel are both rear-axle non-slipping wheels, the vehicle controller can determine the rear-axle left wheel and right wheel demand torque distribution ratio of the vehicle according to the third steering demand parameter group of the vehicle. Specifically, for example, the vehicle controller can query a rear-axle left wheel and right wheel demand torque distribution ratio determination table according to the third steering demand parameter group to obtain the rear-axle left wheel and right wheel demand torque distribution ratio. The rear-axle left wheel and right wheel demand torque distribution ratio determination table can be pre-calibrated.

[0168] Step S1620: In a case where the rear-axle left wheel and right wheel demand torque distribution ratio is greater than or equal to a preset rear-axle left wheel and right wheel demand torque distribution ratio, determining the rear-axle left wheel demand torque and the rear-axle right wheel demand torque of the vehicle according to the rear-axle left wheel and right wheel demand torque distribution ratio and the rear-axle demand torque.

[0169] In the above embodiment, by determining the rear-axle left wheel and right wheel demand torque distribution ratio according to the steering wheel angle of the vehicle, the vehicle speed, and the rear-axle driving force in the third steering demand parameter group, and in a case where the rear-axle left wheel and right wheel demand torque distribution ratio is greater than or equal to a preset rear-axle left wheel and right wheel demand torque distribution ratio, determining the rear-axle left wheel demand torque and the rear-axle right wheel demand torque of the vehicle according to the rear-axle left wheel and right wheel demand torque distribution ratio and the rear-axle demand torque, this can realize the adjustment control of the vehicle based on the steering demand of the driver, and improve the maneuverability of the vehicle.

[0170] In some embodiments, please refer to Figure 11The torque distribution method can further include: in a case where the rear axle left and right wheel demand torque distribution ratio is less than the preset rear axle left and right wheel demand torque distribution ratio, distributing the rear axle demand torque evenly as the rear axle left wheel demand torque and the rear axle right wheel demand torque.

[0171] The present specification provides a torque distribution method which can be applied to a vehicle control unit in a torque distribution system, please continue to refer to Figure 4 The torque distribution method can include the following steps:

[0172] Step S1701: determining the total demand torque of the vehicle according to the driver driving demand and the maximum output torque of the vehicle.

[0173] Step S1702: determining the vehicle's center of mass side slip angle or the center of mass side slip angle change rate according to the vehicle's center of mass side slip parameter group.

[0174] Specifically, the center of mass side slip parameter group can include the vehicle total driving force of the vehicle, the steering wheel angle, the yaw rate, the lateral acceleration, the longitudinal acceleration, and the wheel speed of the plurality of wheels.

[0175] Step S1703: if it is determined that the vehicle is in the over-steering state, determining the side slip control slope based on the side slip safety parameter group of the vehicle.

[0176] Specifically, the side slip safety parameter group can include the vehicle total driving force of the vehicle, the lateral acceleration, the wheel speed of the plurality of wheels, and the front wheel steering angle.

[0177] Specifically, according to the side slip control slope, the current rear axle torque can be reduced while keeping the current front axle torque of the vehicle unchanged.

[0178] Specifically, whether the vehicle is in the over-steering state can be determined in any of the following ways: (1) if the center of mass side slip angle of the vehicle is greater than a specified center of mass side slip angle threshold, it is determined that the vehicle is in the over-steering state; (2) if the center of mass side slip angle change rate of the vehicle is greater than a specified center of mass side slip angle change rate threshold, it is determined that the vehicle is in the over-steering state.

[0179] Exemplarily, the specified center of mass side slip angle threshold is negatively correlated with the vehicle speed of the vehicle; the specified center of mass side slip angle change rate threshold is negatively correlated with the vehicle speed of the vehicle.

[0180] Step S1704: reducing the current rear axle torque of the vehicle according to the side slip control slope;

[0181] Step S1705: if it is determined that the vehicle is not in the over-steering state, determining the first distribution ratio according to the first steering demand parameter group of the vehicle.

[0182] Specifically, the first steering demand parameter group can include a steering wheel angle of the vehicle, a vehicle speed, and a total drive force of the vehicle.

[0183] Step S1706: In a case where the first distribution ratio is greater than or equal to a preset first distribution ratio, determining a front axle demand torque of the front axle and a rear axle demand torque of the rear axle according to the first distribution ratio and the total demand torque.

[0184] Step S1707: In a case where the first distribution ratio is less than the preset first distribution ratio, determining a front-rear axle dynamic load ratio according to the dynamic load parameter group.

[0185] Step S1708: Determining a second distribution ratio according to the front-rear axle dynamic load ratio.

[0186] Specifically, the dynamic load parameter group can include a longitudinal acceleration of the vehicle and wheel speeds of the plurality of wheels.

[0187] Step S1709: In a case where the second distribution ratio is greater than or equal to a preset second distribution ratio, determining the front axle demand torque and the rear axle demand torque according to the second distribution ratio and the total demand torque.

[0188] Step S1710: In a case where the second distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle has a first steering intention, determining a first steering promotion control slope according to the vehicle speed.

[0189] Specifically, whether the vehicle has the first steering intention can be determined in the following manner: if a front-rear axle rotational speed difference of the vehicle is greater than a preset front-rear axle rotational speed difference, it is determined that the vehicle has the first steering intention.

[0190] Specifically, the front-rear axle rotational speed difference can be determined according to a front axle rotational speed and a rear axle rotational speed of the vehicle.

[0191] Specifically, the front-rear axle rotational speed difference can also be determined based on front axle wheel speeds and rear axle wheel speeds of the vehicle.

[0192] Specifically, the first steering promotion control slope can be positively correlated with the vehicle speed.

[0193] Step S1711: Increasing a larger one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope, and decreasing a smaller one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope.

[0194] Step S1712: In a case where the second distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle does not have the first steering intention, if a time for which the vehicle speed is in a preset vehicle speed range reaches a preset time length, determining the front axle demand torque and the rear axle demand torque according to the vehicle speed and the total demand torque.

[0195] Step S1713: In the case that the second distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle does not have the first steering intention, if the vehicle speed is not in the preset vehicle speed range or the time in the preset vehicle speed range does not reach the preset time length, the total demand torque is evenly distributed as the front axle demand torque and the rear axle demand torque.

[0196] Please continue to refer to Figure 10 and Figure 11 The torque distribution method can further include the following steps:

[0197] Step S1714: If it is determined that one of the front axle left wheel and the front axle right wheel is the front axle slipping wheel and the other is the front axle non-slip wheel, a third target demand torque of the front axle slipping wheel is obtained.

[0198] Specifically, the road surface adhesion coefficient of the road surface where the front axle slipping wheel is located and the dynamic load of the front axle slipping wheel are obtained, and the third target demand torque of the front axle slipping wheel is determined according to the road surface adhesion coefficient of the road surface where the front axle slipping wheel is located and the dynamic load of the front axle slipping wheel.

[0199] Step S1715: A second torque difference between the front axle demand torque and the third target demand torque is determined.

[0200] Step S1716: A demand torque distribution ratio of the front axle non-slip wheel is determined according to the front axle demand torque and the second torque difference.

[0201] Step S1717: A fourth target demand torque of the front axle non-slip wheel is determined according to the front axle demand torque and the demand torque distribution ratio of the front axle non-slip wheel.

[0202] Step S1718: If it is determined that the front axle left wheel and the front axle right wheel are both front axle non-slip wheels, a front axle left-right wheel demand torque distribution ratio of the vehicle is determined according to the second steering demand parameter group of the vehicle.

[0203] Step S1719: In the case that the front axle left-right wheel demand torque distribution ratio is greater than or equal to the preset front axle left-right wheel demand torque distribution ratio, a front axle left wheel demand torque and a front axle right wheel demand torque of the vehicle are determined according to the front axle demand torque and the front axle left-right wheel demand torque distribution ratio.

[0204] Step S1720: In the case that the front axle left-right wheel demand torque distribution ratio is less than the preset front axle left-right wheel demand torque distribution ratio and the vehicle has the second steering intention, a second steering promotion control slope is determined based on the vehicle speed.

[0205] Step S1721: increasing the larger one of the front axle left wheel required torque and the front axle right wheel required torque according to the second turning promotion control slope, and decreasing the smaller one of the front axle left wheel required torque and the front axle right wheel required torque according to the second turning promotion control slope.

[0206] Specifically, the second turning required parameter group comprises a steering wheel angle of the vehicle, a vehicle speed, and a front axle driving force.

[0207] Specifically, the vehicle second turning intention can be determined in the following manner:

[0208] Specifically, if the front axle left wheel speed difference of the vehicle is greater than a preset front axle left wheel speed difference, it is determined that the vehicle has the second turning intention.

[0209] Specifically, the front axle left wheel speed difference can be determined based on a front axle left wheel speed and a front axle right wheel speed of the vehicle.

[0210] Specifically, the second turning promotion control slope is positively correlated with the vehicle speed.

[0211] Step S1722: in a case where the front axle left wheel required torque and the front axle right wheel required torque are distributed in a ratio less than a preset front axle left wheel required torque and front axle right wheel required torque distribution ratio, and the vehicle does not have the second turning intention, distributing the front axle required torque evenly as the front axle left wheel required torque and the front axle right wheel required torque.

[0212] Please continue to refer to Figure 11 The torque distribution method can further comprise the following steps:

[0213] Step S1723: if one of the rear axle left wheel and the rear axle right wheel is determined to be a rear axle slipping wheel and the other is a rear axle non-slip wheel, obtaining a fifth target required torque of the rear axle slipping wheel.

[0214] Specifically, the road surface adhesion coefficient of the road surface where the rear axle slipping wheel is located and the dynamic load of the rear axle slipping wheel can be obtained, and the fifth target required torque of the rear axle slipping wheel can be determined based on the road surface adhesion coefficient of the road surface where the rear axle slipping wheel is located and the dynamic load of the rear axle slipping wheel.

[0215] Step S1724: determining a third torque difference between the rear axle required torque and the fifth target required torque.

[0216] Step S1725: determining a required torque distribution ratio of the rear axle non-slip wheel according to the rear axle required torque and the third torque difference.

[0217] Step S1726: determining a sixth target required torque of the rear axle non-slip wheel according to the rear axle required torque and the required torque distribution ratio of the rear axle non-slip wheel.

[0218] Step S1727: If it is determined that both the rear axle left wheel and the rear axle right wheel are rear axle non-slip wheels, a rear axle left wheel and a rear axle right wheel required torque distribution ratio of the vehicle is determined according to a third steering demand parameter group of the vehicle.

[0219] Specifically, the third steering demand parameter group includes a steering wheel angle of the vehicle, a vehicle speed, and a rear axle driving force.

[0220] Step S1728: In a case where the rear axle left wheel and the rear axle right wheel required torque distribution ratio is greater than or equal to a preset rear axle left wheel and rear axle right wheel required torque distribution ratio, a rear axle left wheel required torque and a rear axle right wheel required torque are determined according to the rear axle left wheel and the rear axle right wheel required torque distribution ratio and a rear axle required torque.

[0221] Step S1729: In a case where the rear axle left wheel and the rear axle right wheel required torque distribution ratio is less than the preset rear axle left wheel and rear axle right wheel required torque distribution ratio, the rear axle required torque is evenly distributed as the rear axle left wheel required torque and the rear axle right wheel required torque.

[0222] In some embodiments, the above-mentioned torque distribution method can also be applied to a vehicle body stability controller in a torque distribution system.

[0223] The embodiments of the present specification provide a torque distribution device. Referring to Figure 17 , the torque distribution device can include:

[0224] A steering determination module 1710 is configured to determine a side slip control slope based on a side slip safety parameter group of the vehicle if it is determined that the vehicle is in a steering overstate.

[0225] A torque adjustment module 1720 is configured to reduce a current rear axle torque of the vehicle according to the side slip control slope.

[0226] The embodiments of the present specification provide a torque distribution device. Referring to Figure 18 , the torque distribution device can include:

[0227] An axle required torque acquisition module 1810 is configured to acquire an axle required torque of an axle on which a left wheel and a right wheel are located.

[0228] A first target required torque acquisition module 1820 is configured to acquire a first target required torque of a slipping wheel if it is determined that one of the left wheel and the right wheel is a slipping wheel and the other is a non-slip wheel.

[0229] A first torque difference determination module 1830 is configured to determine a first torque difference between the axle required torque and the first target required torque of the slipping wheel.

[0230] A required torque distribution ratio determination module 1840 is configured to determine a required torque distribution ratio of the non-slip wheel according to the axle required torque and the first torque difference.

[0231] The second target demand torque determination module 1850 is configured to determine a second target demand torque of the non-slip wheel according to the axle demand torque and the demand torque distribution ratio of the non-slip wheel.

[0232] The embodiments of the present disclosure provide a torque distribution device. Referring to Figure 19 The torque distribution device can comprise:

[0233] The front-rear axle demand torque distribution ratio determination module 1910 is configured to determine a front-rear axle demand torque distribution ratio of the vehicle according to a set of driving parameters of the vehicle.

[0234] The front-rear axle demand torque determination module 1920 is configured to determine a front axle demand torque and a rear axle demand torque of the vehicle according to the total demand torque of the vehicle and the front-rear axle demand torque distribution ratio, in a case that the front-rear axle demand torque distribution ratio is greater than or equal to a preset front-rear axle demand torque distribution ratio.

[0235] The first steering promotion control slope determination module 1930 is configured to determine a first steering promotion control slope based on a vehicle speed of the vehicle, in a case that the front-rear axle demand torque distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle has a first steering intention; and determine the front axle demand torque and the rear axle demand torque according to the total demand torque and the front-rear axle demand torque distribution ratio.

[0236] The front-rear axle demand torque adjustment module 1940 is configured to increase a larger one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope, and decrease a smaller one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope.

[0237] The specific limitations of the torque distribution device can refer to the limitations of the torque distribution method described above, which will not be repeated here. Each module in the above torque distribution device can be realized by software, hardware and combinations thereof, in whole or in part. The above modules can be embedded in or independent of the processor in the torque distribution device in hardware form, or can be stored in the memory in the torque distribution device in software form, so as to be called and executed by the processor to perform the operations corresponding to the above modules.

[0238] The embodiments of the present disclosure provide a torque distribution device, comprising a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein the processor executes the computer program to implement the steps of the torque distribution method according to any one of the above embodiments.

[0239] The embodiments of the present specification provide a computer readable storage medium, which stores a computer program. The computer program is executed by a processor to implement the steps of the torque distribution method according to any one of the above embodiments.

[0240] The embodiments of the present specification provide a computer program product, which comprises instructions. The instructions are executed by a processor of a computer device to enable the computer device to perform the steps of the torque distribution method according to any one of the above embodiments.

[0241] The embodiments of the present specification can also provide a vehicle, which can comprise the torque distribution device according to any one of the above embodiments. The vehicle has the same advantages as the torque distribution device, which will not be repeated here.

[0242] In one embodiment, a torque distribution device is provided, which can be a computer device, which can be a server, and an internal structure diagram thereof can be as shown in Figure 20 The computer device comprises a processor, a memory and a network interface connected through a system bus. The processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device comprises a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for running the operating system and the computer program in the non-volatile storage medium. The network interface of the computer device is configured to communicate with an external terminal through a network connection. The computer program is executed by the processor to implement the method according to any one of the above embodiments.

[0243] Those skilled in the art can understand that Figure 20 The structure shown in the above

[0244] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer readable storage medium, and when the computer program is executed, the processes of the above-mentioned embodiments of the methods can be included. Any reference to memory, storage, database or other medium used in each embodiment provided by the present application can include at least one of non-volatile and volatile memory. The non-volatile memory can include read-only memory (Read-Only Memory, ROM), magnetic tape, floppy disk, flash memory or optical memory, etc. The volatile memory can include random access memory (Random Access Memory, RAM) or external cache memory. As an illustration but not limitation, the RAM can be in various forms, such as static random access memory (Static Random Access Memory, SRAM) or dynamic random access memory (Dynamic Random Access Memory, DRAM), etc.

[0245] Any combination of the technical features of the above embodiments can be made. In order to make the description simple, all possible combinations of the technical features in the above embodiments are not described, however, as long as the combination of the technical features does not exist contradictory, it should be considered as the scope of the present application.

[0246] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the illustrative description of the above terms does not necessarily mean the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0247] In addition, the terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features limited by "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "a plurality of" is at least two, for example, two, three, etc., unless otherwise specifically limited.

[0248] In this application, unless otherwise clearly indicated and limited, the terms "mounting", "connection", "connecting", "fixing" and the like should be interpreted broadly, for example, can be fixed connection, can also be detachable connection, or integral; can be mechanical connection, can also be electrical connection; can be directly connected, can also be indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction relationship of two elements, unless otherwise clearly limited. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0249] Although the embodiments of the present application have been shown and described above, it should be understood that the above embodiments are exemplary and should not be construed as limiting the present application, and those skilled in the art can make changes, modifications, replacements and variations to the above embodiments within the scope of the present application.

Claims

1. A torque distribution method, characterized by, The method comprises: determining a front-rear axle demand torque distribution ratio of the vehicle according to a driving parameter group of the vehicle; in a case where the front-rear axle demand torque distribution ratio is greater than or equal to a preset front-rear axle demand torque distribution ratio, determining a front axle demand torque and a rear axle demand torque of the vehicle according to a total demand torque of the vehicle and the front-rear axle demand torque distribution ratio; in a case where the front-rear axle demand torque distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle has a first steering intention, determining a first steering promotion control slope based on a vehicle speed of the vehicle, and determining the front axle demand torque and the rear axle demand torque according to the total demand torque and the front-rear axle demand torque distribution ratio; increasing the larger one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope, and decreasing the smaller one of the front axle demand torque and the rear axle demand torque according to the first steering promotion control slope.

2. The method of claim 1, wherein, The vehicle is determined to have the first steering intention in the following manner: if a front-rear axle rotational speed difference of the vehicle is greater than a preset front-rear axle rotational speed difference, the vehicle is determined to have the first steering intention.

3. The method of claim 2, wherein, The method further comprises: determining the front-rear axle rotational speed difference according to a front axle rotational speed and a rear axle rotational speed of the vehicle; or, determining the front-rear axle rotational speed difference based on a front axle wheel speed and a rear axle wheel speed of the vehicle.

4. The method of claim 1, wherein, The first steering promotion control slope is positively correlated with the vehicle speed.

5. The method of claim 1, wherein, The driving parameter group comprises a first steering demand parameter group; the front-rear axle demand torque distribution ratio comprises a first distribution ratio; and the preset front-rear axle demand torque distribution ratio comprises a preset first distribution ratio. The determination of the front-rear axle demand torque distribution ratio of the vehicle according to the driving parameter group of the vehicle comprises: determining the first distribution ratio according to the first steering demand parameter group. The determination of the front axle demand torque and the rear axle demand torque of the vehicle according to the total demand torque of the vehicle and the front-rear axle demand torque distribution ratio in the case where the front-rear axle demand torque distribution ratio is greater than or equal to the preset front-rear axle demand torque distribution ratio comprises: determining the total demand torque of the vehicle according to a driver driving demand and a maximum output torque of the vehicle; in a case where the first distribution ratio is greater than or equal to the preset first distribution ratio, determining the front axle demand torque of the front axle and the rear axle demand torque of the rear axle according to the first distribution ratio and the total demand torque.

6. The method of claim 5, wherein, The driving parameter group further comprises a dynamic load parameter group; the front-rear axle demand torque distribution ratio further comprises a second distribution ratio; and the preset front-rear axle demand torque distribution ratio further comprises a preset second distribution ratio. The determination of the front-rear axle demand torque distribution ratio of the vehicle according to the driving parameter group of the vehicle further comprises: in a case where the first distribution ratio is less than the preset first distribution ratio, determining a front-rear axle dynamic load ratio according to the dynamic load parameter group, and determining the second distribution ratio according to the front-rear axle dynamic load ratio. The method further comprises: The first steering demand parameter group comprises a steering wheel angle, a vehicle speed, and a total driving force of the vehicle; and the dynamic load parameter group comprises a longitudinal acceleration and wheel speeds of a plurality of wheels of the vehicle.

7. The method of claim 6, wherein, The method further comprises:

8. The method of claim 5, wherein, If it is determined that the vehicle is in a steering overstate, a side slip control slope is determined according to a side slip safety parameter group of the vehicle; wherein the side slip safety parameter group comprises the total driving force, the lateral acceleration, the wheel speeds of the plurality of wheels, and a front wheel steering angle of the vehicle. The current front axle torque and the current rear axle torque of the vehicle are reduced according to the side slip control slope, and the current front axle torque of the vehicle is kept unchanged. The vehicle is determined to be in the steering overstate if a center of mass side slip angle of the vehicle is greater than a specified center of mass side slip angle threshold value, wherein the specified center of mass side slip angle threshold value is negatively correlated with a vehicle speed of the vehicle.

9. The method of claim 8, wherein, The vehicle is determined to be in the steering overstate if a center of mass side slip angle change rate of the vehicle is greater than a specified center of mass side slip angle change rate threshold value, wherein the specified center of mass side slip angle change rate threshold value is negatively correlated with the vehicle speed of the vehicle. The method further comprises: A center of mass side slip angle or a center of mass side slip angle change rate of the vehicle is determined according to a center of mass side slip parameter group of the vehicle; the center of mass side slip parameter group comprises the total driving force, the steering wheel angle, a yaw rate, the lateral acceleration, the longitudinal acceleration, and the wheel speeds of the plurality of wheels of the vehicle.

10. The method of claim 9, wherein, The first steering demand parameter group comprises a steering wheel angle, a vehicle speed, and a total driving force of the vehicle; and the dynamic load parameter group comprises a longitudinal acceleration and wheel speeds of a plurality of wheels of the vehicle. The method further comprises:

11. The method of claim 8, wherein, If it is determined that the vehicle is not in the steering overstate, the first distribution ratio is determined according to the first steering demand parameter group. The method further comprises:

12. The method of claim 1, wherein, If the vehicle speed is in a preset vehicle speed range for a preset time length when the front-rear axle demand torque distribution ratio is less than a preset front-rear axle demand torque distribution ratio and the vehicle does not have the first steering intention, the front axle demand torque and the rear axle demand torque are determined according to the vehicle speed and the total demand torque. The method further comprises:

13. The method of claim 12, wherein, ​ In a case that the front-rear axis demand torque distribution ratio is less than the preset front-rear axis demand torque distribution ratio and the vehicle does not have the first steering intention, if the vehicle speed is not in the preset vehicle speed range or the time in the preset vehicle speed range does not reach the preset time length, the total demand torque is evenly distributed as the front axis demand torque and the rear axis demand torque.

14. The method of claim 1, wherein, The method further comprises: determining a front-rear axis demand torque distribution ratio of the vehicle according to a second steering demand parameter group of the vehicle; in a case that the front-rear axis demand torque distribution ratio is greater than or equal to a preset front-rear axis demand torque distribution ratio, determining a front axis left wheel demand torque and a front axis right wheel demand torque of the vehicle according to the front axis demand torque and the front-rear axis demand torque distribution ratio; in a case that the front-rear axis demand torque distribution ratio is less than the preset front-rear axis demand torque distribution ratio and the vehicle has a second steering intention, determining a second steering promotion control slope based on the vehicle speed; increasing a larger one of the front axis left wheel demand torque and the front axis right wheel demand torque according to the second steering promotion control slope, and decreasing a smaller one of the front axis left wheel demand torque and the front axis right wheel demand torque according to the second steering promotion control slope.

15. The method of claim 14, wherein, The second steering demand parameter group comprises a steering wheel angle, a vehicle speed and a front axis driving force of the vehicle.

16. The method of claim 14, wherein, The vehicle is determined to have the second steering intention in the following manner: if a front-rear axis speed difference of the vehicle is greater than a preset front-rear axis speed difference, the vehicle is determined to have the second steering intention.

17. The method of claim 16, wherein, The method further comprises: determining the front-rear axis speed difference based on a front axis left wheel speed and a front axis right wheel speed of the vehicle.

18. The method of claim 14, wherein, The second steering promotion control slope is positively correlated with the vehicle speed.

19. The method of claim 14, wherein, Before the determining the front-rear axis demand torque distribution ratio of the vehicle according to the second steering demand parameter group of the vehicle, the method further comprises: if one of the front axis left wheel and the front axis right wheel is determined to be a front axis slipping wheel and the other is determined to be a front axis non-slip wheel, obtaining a third target demand torque of the front axis slipping wheel; determining a second torque difference between the front axis demand torque and the third target demand torque; determining a demand torque distribution ratio of the front axis non-slip wheel according to the front axis demand torque and the second torque difference; determining a fourth target demand torque of the front axis non-slip wheel according to the front axis demand torque and the demand torque distribution ratio of the front axis non-slip wheel.

20. The method of claim 19, wherein, The obtaining the third target demand torque of the front axis slipping wheel comprises: obtaining a road surface adhesion coefficient of a road surface on which the front axis slipping wheel is located and a dynamic load of the front axis slipping wheel; determining the third target demand torque of the front axis slipping wheel according to the road surface adhesion coefficient of the road surface on which the front axis slipping wheel is located and the dynamic load of the front axis slipping wheel.

21. The method of claim 19, wherein, The determining the front-rear axis demand torque distribution ratio of the vehicle according to the second steering demand parameter group of the vehicle comprises: If it is determined that the front axle left wheel and the front axle right wheel are both front axle non-slip wheels, a front axle left wheel demand torque and a front axle right wheel demand torque of the vehicle are determined according to a second steering demand parameter group of the vehicle.

22. The method of claim 14, wherein, The method further comprises: In a case where the front axle left wheel demand torque and the front axle right wheel demand torque are less than a preset front axle left wheel demand torque and a preset front axle right wheel demand torque respectively, and the vehicle does not have the second steering intention, the front axle demand torque is evenly distributed as the front axle left wheel demand torque and the front axle right wheel demand torque.

23. The method of claim 1, wherein, The method further comprises: If it is determined that one of the rear axle left wheel and the rear axle right wheel is a rear axle slip wheel and the other is a rear axle non-slip wheel, a fifth target demand torque of the rear axle slip wheel is obtained; A third torque difference between the rear axle demand torque and the fifth target demand torque is determined; A demand torque distribution ratio of the rear axle non-slip wheel is determined according to the rear axle demand torque and the third torque difference; A sixth target demand torque of the rear axle non-slip wheel is determined according to the rear axle demand torque and the demand torque distribution ratio of the rear axle non-slip wheel.

24. The method of claim 23, wherein, The obtaining of the fifth target demand torque of the rear axle slip wheel comprises: An adhesion coefficient of a road surface on which the rear axle slip wheel is located and a dynamic load of the rear axle slip wheel are obtained; The fifth target demand torque of the rear axle slip wheel is determined according to the adhesion coefficient of the road surface on which the rear axle slip wheel is located and the dynamic load of the rear axle slip wheel.

25. The method of claim 23, wherein, The method further comprises: If it is determined that the rear axle left wheel and the rear axle right wheel are both rear axle non-slip wheels, a rear axle left wheel demand torque and a rear axle right wheel demand torque of the vehicle are determined according to a third steering demand parameter group of the vehicle; In a case where the rear axle left wheel demand torque and the rear axle right wheel demand torque are greater than or equal to a preset rear axle left wheel demand torque and a preset rear axle right wheel demand torque respectively, the rear axle left wheel demand torque and the rear axle right wheel demand torque are determined according to the rear axle left wheel demand torque and the rear axle right wheel demand torque and the rear axle demand torque.

26. The method of claim 25, wherein, The third steering demand parameter group comprises a steering wheel angle, a vehicle speed and a rear axle driving force of the vehicle.

27. The method of claim 25, wherein, The method further comprises: In a case where the rear axle left wheel demand torque and the rear axle right wheel demand torque are less than the preset rear axle left wheel demand torque and the preset rear axle right wheel demand torque respectively, the rear axle demand torque is evenly distributed as the rear axle left wheel demand torque and the rear axle right wheel demand torque.

28. A torque distribution device characterized by, The device comprises: a front-rear axle demand torque distribution ratio determination module, configured to determine a front-rear axle demand torque distribution ratio of the vehicle according to a driving parameter group of the vehicle; a front-rear axle demand torque determination module, configured to, in a case where the front-rear axle demand torque distribution ratio is greater than or equal to a preset front-rear axle demand torque distribution ratio, determine a front axle demand torque and a rear axle demand torque of the vehicle according to a total demand torque of the vehicle and the front-rear axle demand torque distribution ratio; a first turning facilitation control slope determination module, configured to determine a first turning facilitation control slope based on a vehicle speed of the vehicle when the front-rear axle demand torque distribution ratio is less than the preset front-rear axle demand torque distribution ratio and the vehicle has a first turning intention; and determine the front axle demand torque and the rear axle demand torque according to the total demand torque and the front-rear axle demand torque distribution ratio; a front-rear axle demand torque adjustment module, configured to increase the larger one of the front axle demand torque and the rear axle demand torque according to the first turning facilitation control slope, and decrease the smaller one of the front axle demand torque and the rear axle demand torque according to the first turning facilitation control slope.

29. A torque distribution device characterized by, A computer readable storage medium having stored thereon computer program instructions, the computer program instructions comprising instructions for causing a processor to perform the torque distribution method according to any one of claims 1 to 27.

30. A vehicle characterized by comprising: A torque distribution device comprising the torque distribution device according to claim 29.

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