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: if it is determined that the vehicle is in a steering overstate, determining a cornering control slope based on a cornering safety parameter group of the vehicle; and reducing a current rear axle torque of the vehicle according to the cornering control slope. The embodiments of the present specification can reduce the longitudinal force of the vehicle by reducing the current rear axle torque of the vehicle according to the cornering control slope, so that the lateral controllability of the vehicle can be improved by reducing the longitudinal force of the vehicle, and thus the driving stability of the vehicle can be improved.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and more particularly to a torque distribution method, device, equipment, and vehicle. Background Technology

[0002] When a vehicle is in motion, torque needs to be distributed between the front and rear axles. In related technologies, torque distribution between the front and rear axles is usually achieved through a fixed ratio, or based on the efficiency of the electric motor or engine, or the axle load of the front and rear axles.

[0003] However, in related technologies, when the vehicle distributes torque between the front and rear axles during driving, the vehicle tends to oversteer or understeer under steering conditions. When oversteer occurs, excessive longitudinal force can easily cause the wheels to slip laterally, thereby reducing the vehicle's driving stability.

[0004] Therefore, in related technologies, the stability of the vehicle when distributing torque between the front and rear axles during driving needs to be improved. Summary of the Invention

[0005] This specification provides a torque distribution method, apparatus, device, and vehicle that can improve vehicle driving stability.

[0006] This specification provides a torque distribution method, the method comprising: if it is determined that the vehicle is in an oversteer state, determining a lateral control slope based on the vehicle's lateral safety parameter set; and reducing the current rear axle torque of the vehicle according to the lateral control slope.

[0007] This specification provides a torque distribution device, comprising: a steering determination module, configured to determine a lateral control slope based on a lateral safety parameter set of the vehicle if the vehicle is determined to be in an oversteering state; and a torque adjustment module, configured to reduce the current rear axle torque of the vehicle according to the lateral control slope.

[0008] This specification provides a torque distribution device, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement any of the torque distribution methods described above.

[0009] This specification provides a vehicle that includes any of the torque distribution devices described above.

[0010] In the above-described embodiment, by determining whether the vehicle is in an oversteer state, and when the vehicle is in an oversteer state, determining the lateral control slope based on the vehicle's lateral safety parameter set, and reducing the current rear axle torque of the vehicle according to the lateral control slope, the vehicle's driving stability can be improved. Attached Figure Description

[0011] Figure 1 A schematic diagram of the torque distribution system provided for embodiments of this specification;

[0012] Figure 2 A schematic diagram of the vehicle controller provided for the embodiments of this specification;

[0013] Figure 3 A schematic flowchart illustrating the torque distribution method provided in the embodiments of this specification;

[0014] Figure 4 A schematic diagram of the front and rear axle torque differential provided for the embodiments of this specification;

[0015] Figure 5 A schematic diagram illustrating the control effect of the torque distribution method provided in the embodiments of this specification on the vehicle's lateral safety control.

[0016] Figure 6 A schematic flowchart illustrating the torque distribution method provided in the embodiments of this specification;

[0017] Figure 7 A schematic flowchart illustrating the torque distribution method provided in the embodiments of this specification;

[0018] Figure 8 A schematic flowchart illustrating the torque distribution method provided in the embodiments of this specification;

[0019] Figure 9 A schematic flowchart illustrating the torque distribution method provided in the embodiments of this specification;

[0020] Figure 10 A flowchart illustrating the torque difference between the left and right front axles provided for embodiments of this specification;

[0021] Figure 11 A schematic diagram illustrating the torque difference between the left and right rear axles provided for embodiments of this specification;

[0022] Figure 12 A flowchart illustrating the method for obtaining the first target required torque of a slipping wheel as provided in the embodiments of this specification;

[0023] Figure 13 A schematic flowchart illustrating the torque distribution method provided in the embodiments of this specification;

[0024] Figure 14 A schematic flowchart illustrating the torque distribution method provided in the embodiments of this specification;

[0025] Figure 15 A schematic flowchart illustrating the torque distribution method provided in the embodiments of this specification;

[0026] Figure 16 A schematic flowchart illustrating the torque distribution method provided in the embodiments of this specification;

[0027] Figure 17 A schematic diagram of the torque distribution device provided in the embodiments of this specification;

[0028] Figure 18 A schematic diagram of the torque distribution device provided in the embodiments of this specification;

[0029] Figure 19 A schematic diagram of the torque distribution device provided in the embodiments of this specification;

[0030] Figure 20 A schematic diagram of the structure of a computer device provided for embodiments of this specification. Detailed Implementation

[0031] To enable those skilled in the art to better understand the solutions described in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this specification, and not all of them. Based on the embodiments in this specification, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this specification.

[0032] In related technologies, torque distribution between the front and rear axles during vehicle operation is typically achieved through a fixed ratio, or based on the efficiency of the motor or engine, or the axle load of the front and rear axles. When a vehicle is in an oversteer state during steering, excessive longitudinal force can easily cause lateral wheel slippage, leading to vehicle instability. Furthermore, the fixed ratio torque distribution or the torque distribution based on motor efficiency or axle load in these technologies are insufficient to improve vehicle stability when in an oversteer state.

[0033] Therefore, it is necessary to provide a torque distribution method that determines whether the vehicle is in an oversteer state. If the vehicle is in an oversteer state, relevant control parameters can be determined based on the vehicle's driving parameters, and the current rear axle torque of the vehicle can be reduced in a timely manner according to the relevant control parameters. This can reduce the longitudinal force of the vehicle and improve the lateral controllability of the vehicle, thereby improving the vehicle's driving stability.

[0034] This specification provides a torque distribution system. Please refer to [link / reference]. Figure 1The torque distribution system may include multiple wheels of the vehicle, multiple motors, multiple motor controllers, multiple 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 via 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 motors to convert the electrical energy from the power battery into kinetic energy and output it to the corresponding wheel through the transmission mechanism. The vehicle controller is electrically connected to multiple motor controllers, multiple sensors, the vehicle stability controller, and the battery manager. For example, each motor controller can communicate with one motor via a power supply harness or a motor signal harness; the vehicle controller can communicate with multiple motor controllers, the vehicle stability controller, and the battery manager via a communication bus; and the vehicle controller can communicate with multiple sensors via a communication bus, signal lines, or power supply lines. For example, the communication bus can be a Controller Area Network (CAN) bus.

[0036] Specifically, the multiple wheels can be drive wheels, and can include coaxial left and right wheels. For example, the multiple wheels can include the front left and front right wheels of the front axle, and the rear left and rear right wheels of the rear axle. Specifically, the multiple wheels can also include two steering wheels, for example, the two steering wheels can include the front left and front right wheels. Specifically, for example, the multiple motors can include a front left motor, a front right motor, a rear left motor, and a rear right motor. Specifically, the multiple 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 controls the front left motor, the front right motor controller controls the front right motor, the rear left motor controller controls the rear left motor, and the rear right motor controller controls the rear right motor. Specifically, the multiple motor controllers can include two motor controllers, such as a front motor controller and a rear motor controller, wherein the front motor controller controls the front left and front right motors, and the rear motor controller controls the rear left and rear right motors.

[0037] Specifically, a power battery can be an energy storage device installed in a vehicle, which can provide power to modules or equipment that require power support, such as the vehicle controller, vehicle stability controller, multiple motor controllers, multiple motors, and multiple sensors.

[0038] In this embodiment, please refer to Figure 2The vehicle controller can acquire vehicle driving parameters through one or more of multiple sensors, vehicle stability controllers, and battery managers. These driving parameters may include one or more of driver requirements, wheel status parameters, and vehicle status parameters.

[0039] Driver needs represent the driver's operational information regarding the vehicle. Driver needs can include one or more of the following: driver driving needs, driver braking needs, and driver steering needs. For example, driver driving needs can be determined based on the accelerator pedal depth and gear position, or based on the accelerator pedal force and gear position, or based on the accelerator pedal depth, accelerator pedal force, and gear position. As an example, gear position can include reverse, drive, and neutral. For example, driver braking needs can be determined based on the brake pedal depth, or based on the brake pedal force, or based on both. As an example, brake pedal force can refer to the brake master cylinder pressure. For example, driver steering needs can include the vehicle's steering wheel angle. For example, driver needs can also include the steering wheel angular velocity and the steering torque applied by the driver to the steering wheel. As an example, the steering wheel angle can be determined based on the steering wheel angular velocity, or based on the steering torque applied by the driver to the steering wheel, or based on both.

[0040] Wheel state parameters may include one or more of the following: wheel speed, wheel acceleration, wheel driving force, front wheel steering angle, wheel driving force, and the required torque determined by the vehicle stability controller. For example, the wheel driving force may be determined based on the actual output torque of the motor corresponding to the wheel at the current time. For example, the required torque determined by the vehicle stability controller may refer to the required torque of one wheel on any axle determined when the vehicle stability controller is in the triggered state. For example, each motor can establish a torque transmission relationship with one wheel through a transmission mechanism, and the speed conversion relationship between motor speed and wheel speed can be determined based on the torque transmission relationship. Therefore, the wheel speed can be directly obtained through sensors or determined based on the motor speed of the motor corresponding to the wheel.

[0041] Vehicle state parameters may include one or more of the following: vehicle body inertia, total driving force, vehicle speed, motor speed, maximum output torque of the motor, and actual output torque of the motor. Vehicle body inertia reflects the vehicle's inertia during driving and may include one or more of the following: lateral acceleration, longitudinal acceleration, and yaw rate. For example, vehicle speed can be obtained directly from sensors, calculated based on wheel speed and vehicle body inertia, or calculated based on motor speed and vehicle body inertia. For example, the current battery charge level can be obtained through a battery manager. For example, the total driving force can be determined based on the actual output torque of the motor corresponding to each wheel. For example, motor speed can be obtained directly from sensors or determined based on the wheel speed of the wheel corresponding to the motor.

[0042] In this embodiment, when the vehicle controller acquires the vehicle's driving parameters, it can preprocess the acquired parameters to facilitate computation. Preprocessing converts the driving parameters into a preset format that is easy to process. The vehicle controller can then perform calculations on the driving parameters to obtain the results. Based on these results, it can determine control parameters and send them to the corresponding motor controllers. This allows the motor controllers to adjust the motor's output torque in a timely manner according to the control parameters. The vehicle controller can also process the driving parameters to obtain the vehicle's total required torque and perform torque differential (torque distribution) on the total required torque based on the calculation results. This determines the required torque for each axle or wheel, instructing the corresponding motor to output the required torque. Furthermore, the vehicle controller can optimize the overall efficiency of multiple motors based on driver requirements and perform torque differential on the total required torque based on the optimized overall motor efficiency. This determines the required torque for each axle or wheel, ensuring that the corresponding motor outputs the required torque.

[0043] In some implementations, the vehicle stability controller can be electrically connected to multiple motor controllers, multiple sensors, and a battery manager. For example, the vehicle stability controller can communicate with multiple motor controllers, multiple sensors, and a battery manager via a communication bus.

[0044] As an example, a vehicle stability controller (VSC) can also process vehicle driving parameters to obtain calculation results, determine control parameters based on these results, and transmit these control parameters to the vehicle controller. The vehicle controller then sends these control parameters to the corresponding motor controllers, allowing the motor controllers to adjust the motor's output torque accordingly. The VSC can also process vehicle driving parameters to obtain the total required torque, perform torque differential calculations on the total required torque based on the calculation results, determine the required torque for each axle or wheel, and transmit these required torques to the vehicle controller. The vehicle controller can then instruct the corresponding motor to output the required torque based on the required torque for each axle or wheel. Furthermore, the VSC can optimize the overall efficiency of multiple motors based on driver needs, perform torque differential calculations on the total required torque based on the optimized overall motor efficiency, determine the required torque for each axle or wheel, and transmit these required torques to the vehicle controller. The vehicle controller can then instruct the corresponding motor to output the required torque based on the required torque for each axle or wheel.

[0045] As an example, a vehicle stability controller can also process vehicle driving parameters to obtain calculation results, and determine control parameters based on these results. These control parameters are then sent to the corresponding motor controllers, enabling them to adjust the motor's output torque in a timely manner. The vehicle stability controller can also process vehicle driving parameters to obtain the vehicle's total required torque, and perform torque differential calculations on this total required torque to determine the required torque for each axle or wheel, thus instructing the corresponding motor to output the required torque. Furthermore, the vehicle stability controller can optimize the overall efficiency of multiple motors based on driver needs, and perform torque differential calculations on the total required torque based on the optimized overall motor efficiency, thereby determining the required torque for each axle or wheel, ensuring that the corresponding motor outputs the required torque.

[0046] This specification provides a torque distribution method. Please refer to [link / reference]. Figure 3 , Figure 3This is a flowchart illustrating a torque distribution method provided in this embodiment. This embodiment provides the method operation steps shown in the flowchart, but based on conventional or non-creative labor, more or fewer operation steps may be included. The order of steps listed in this embodiment is merely one possible execution order among many, and does not represent the only possible execution order. In actual system or server product execution, the method can be executed sequentially as shown in the embodiment or in parallel (e.g., in a parallel processor or multi-threaded processing environment). This torque distribution method can be applied to the vehicle controller in a torque distribution system, specifically as follows... Figure 3 As shown, the torque distribution method may include the following steps.

[0047] Step S310: If the vehicle is determined to be in an oversteer state, determine the lateral control slope based on the vehicle's lateral safety parameter set.

[0048] In some situations, when a vehicle is in an oversteer state during steering, excessive longitudinal force can cause lateral wheel slippage, which can easily lead to vehicle instability. When a vehicle is in an oversteer state, lateral control can be implemented. This involves determining a lateral control slope, which allows the motor's actual output torque to be adjusted accordingly. This enhances the vehicle's lateral controllability and improves driving stability.

[0049] In this embodiment, please refer to Figure 4 , Figure 4 The diagram illustrates the process of front and rear axle torque differential. The vehicle controller can determine whether the vehicle is in an oversteer state. If the vehicle is determined to be in an oversteer state, the lateral control slope can be determined based on the vehicle's lateral safety parameter set. Specifically, the lateral safety parameter set can include the vehicle's total driving force, lateral acceleration, wheel speeds of multiple wheels, and front wheel steering angle. For example, the total driving force can be the sum of the driving forces of all drive wheels in the vehicle. Lateral acceleration can refer to acceleration in a direction perpendicular to the vehicle's direction of travel, i.e., the acceleration caused by the centrifugal force generated by the vehicle during steering. The front wheel steering angle can be the angle formed by the deflection of the steering wheels (i.e., the front wheels) during steering and the centerline when the front wheels are not deflected. For example, the lateral control slope can be used as a control parameter, and the magnitude of the lateral control slope can represent the speed of torque adjustment or the amount of torque adjustment per unit time.

[0050] Step S320: Reduce the current rear axle torque of the vehicle based on the lateral control slope.

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

[0052] In this embodiment, after determining that the vehicle is in an oversteer state and determining the yaw control slope, the vehicle controller can reduce the current rear axle torque of the vehicle based on the yaw control slope. Specifically, for example, when reducing the current rear axle torque of the vehicle based on the yaw control slope, the current rear axle torque can be reduced based on the yaw control slope until the vehicle is no longer in an oversteer state.

[0053] For example, the vehicle controller can reduce the current rear axle torque of the vehicle based on the yaw control slope, thereby achieving yaw safety control of the vehicle. For example, if the vehicle is determined to be in an oversteer state, yaw safety control is performed; if the vehicle is determined not to be in an oversteer state, yaw safety control is not performed.

[0054] For example, please refer to Figure 5 When a vehicle is in a steering condition, and lateral safety control is applied to the vehicle, the current rear axle torque can be reduced based on the lateral control slope, thereby improving the vehicle's lateral controllability. Figure 5 The arc shown is the Kamm Circle, or resultant force circle. When a vehicle is steering, its driving forces can include longitudinal force Fx and lateral force Fy. When the longitudinal force, lateral force, and the resultant force formed by the longitudinal and lateral forces are within the Kamm Circle, the vehicle is in a controlled state. When the vehicle is in an oversteer state, the resultant force formed by the longitudinal and lateral forces may exceed the Kamm Circle, and the vehicle may experience lateral slippage, leading to loss of control. The vehicle controller can directly reduce the current rear axle torque of the vehicle based on the yaw control slope, thereby timely reducing the longitudinal force of the vehicle and providing a larger controllable force range for the lateral force, reducing the possibility of lateral slippage caused by the resultant force of the longitudinal and lateral forces exceeding the Kamm Circle.

[0055] In the above embodiments, by determining whether the vehicle is in an oversteer state, if the vehicle is determined to be in an oversteer state, the lateral control slope is determined, and the current rear axle torque of the vehicle is reduced according to the lateral control slope. In this way, the lateral safety control of the vehicle can be achieved, the lateral controllability of the vehicle can be enhanced, thereby reducing the possibility of lateral slippage of the vehicle under steering conditions, reducing the phenomenon of vehicle fishtailing and instability, and improving the driving stability of the vehicle.

[0056] In some implementations, reducing the required torque for the rear axle of the vehicle based on the yaw control slope may include: reducing the current rear axle torque based on the yaw control slope while 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 motors corresponding to the drive wheels of the front axle at the current time. For example, the current front axle torque may be the sum of the actual output torques of the motors corresponding to the two drive 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 and keeping the current front axle torque of the vehicle unchanged according to the lateral control slope, the vehicle's driving stability can be improved in a timely manner when the vehicle is in an oversteer state, while the vehicle's driving power can also be guaranteed to a certain extent.

[0058] In some implementations, one or more of the following methods can be used to determine whether a vehicle is in an oversteer state: (1) if the vehicle’s center of gravity sideslip angle is greater than a specified center of gravity sideslip angle threshold, the vehicle is determined to be in an oversteer state; (2) if the vehicle’s center of gravity sideslip angle change rate is greater than a specified center of gravity sideslip angle change rate threshold, the vehicle is determined to be in an oversteer state.

[0059] The sideslip angle of a vehicle's center of gravity can be defined as the angle between the vehicle's velocity direction and its longitudinal axis; in other words, it can be the angle between the vehicle's direction of motion and its longitudinal direction. The rate of change of the sideslip angle characterizes how quickly the sideslip angle changes.

[0060] In some embodiments, the torque distribution method may further include determining the vehicle's sideslip angle or sideslip angle change rate based on a set of vehicle sideslip parameters. Specifically, the set of sideslip parameters may include the vehicle's total driving force, steering wheel angle, yaw rate, lateral acceleration, longitudinal acceleration, and wheel speeds of multiple wheels. For example, the steering wheel angle may refer to the angular displacement of the steering wheel measured relative to the position of the steering wheel when the vehicle is traveling straight. The longitudinal acceleration may refer to the acceleration along the vehicle's direction of travel.

[0061] In some embodiments, the torque distribution method may further include determining a specified center-of-gravity sideslip angle threshold based on the vehicle speed. In this embodiment, the specified center-of-gravity sideslip angle threshold may be dynamically determined based on the vehicle speed. For example, the specified center-of-gravity sideslip angle threshold may be negatively correlated with the vehicle speed.

[0062] In some embodiments, the torque distribution method may further include determining a specified center-of-gravity sideslip angle change rate threshold based on the vehicle speed. In this embodiment, the specified center-of-gravity sideslip angle change rate threshold may be dynamically determined based on the vehicle speed. For example, the specified center-of-gravity sideslip angle change rate threshold may be negatively correlated with the vehicle speed.

[0063] In some implementations, please refer to Figure 6 The torque distribution method may also include the following steps.

[0064] Step S610: Determine the required torque distribution ratio between the front and rear axles of the vehicle based on the vehicle's driving parameter set.

[0065] In some situations, when the vehicle is not in an oversteer state and no lateral safety control is applied, the total torque demand and the front-to-rear axle torque distribution ratio can be determined based on relevant driving parameter sets. This allows the determination of the front axle torque demand and the rear axle torque demand, which in turn instructs the front axle motor to output the required torque and the rear axle motor to output the required torque.

[0066] In this embodiment, please continue to refer to Figure 4 The vehicle controller can determine the required torque distribution ratio between the front and rear axles of the vehicle based on the vehicle's driving parameter set. Specifically, for example, it can look up the relevant distribution ratio determination table based on the driving parameter set and obtain the required torque distribution ratio between the front and rear axles corresponding to the driving parameter set from the distribution ratio table.

[0067] Step S620: When the front and rear axle torque distribution ratio is greater than or equal to the preset front and rear axle torque distribution ratio, determine the front axle torque and rear axle torque based on the vehicle's total torque demand and the front and rear axle torque distribution ratio.

[0068] In this embodiment, the vehicle controller can determine the front axle torque and rear axle torque demand based on the vehicle's total torque demand and the front-rear axle torque demand ratio when the front-rear axle torque demand distribution ratio is greater than or equal to a preset front-rear axle torque demand ratio. Specifically, the preset front-rear axle torque demand ratio can be a trigger value, meaning that the front axle torque and rear axle torque demand ratio are determined based on the total torque demand and the front-rear axle torque demand ratio when the vehicle is in motion and the total torque demand and the front-rear axle torque demand ratio are determined according to relevant driving parameters, and this front-rear axle torque demand ratio is greater than or equal to the preset front-rear axle torque demand ratio.

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

[0070] In this embodiment, the vehicle controller can determine a first steering facilitating control slope based on the vehicle speed when the front-to-rear axle torque distribution ratio is less than a preset front-to-rear axle torque distribution ratio and the vehicle has a first steering intention. Specifically, when the front-to-rear axle torque distribution ratio is less than the preset front-to-rear axle torque distribution ratio and the vehicle has a first steering intention, it means that the vehicle is about to start steering or is in the initial stage of steering. However, at this time, the front-to-rear axle torque distribution ratio determined according to the relevant driving parameter set is less than the preset front-to-rear axle torque distribution ratio, and there has not yet been time to adjust the front axle torque and rear axle torque. Therefore, the first steering facilitating control slope can be determined based on the vehicle speed so that the front axle torque and rear axle torque can be adjusted according to the first steering facilitating control slope to facilitate the vehicle's steering process.

[0071] Specifically, the following method can be used to determine whether the vehicle has a first steering intention: if the speed difference between the front and rear axles of the vehicle is greater than the preset speed difference between the front and rear axles, the vehicle is determined to have a first steering intention.

[0072] Specifically, the speed difference between the front and rear axles can be determined based on the speed of the front and rear axles of the vehicle.

[0073] Specifically, the speed difference between the front and rear axles can be determined based on the wheel speeds of the front and rear axles.

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

[0075] Step S640: Increase the larger of the front axle demand torque and the rear axle demand torque according to the first steering assist control slope, and decrease the smaller of the front axle demand torque and the rear axle demand torque according to the first steering assist control slope.

[0076] In this embodiment, the vehicle controller can increase the greater of the front axle required torque and the rear axle required torque according to a first steering facilitation control slope, and decrease the smaller of the front axle required torque and the rear axle required torque according to the first steering facilitation control slope. For example, when a vehicle has a first steering intention, it means that there is a speed difference between the front axle speed and the rear axle speed, and as the vehicle continues to turn, the speed difference between the front axle speed and the rear axle speed will continue to increase. The vehicle controller can facilitate the vehicle's steering process by increasing the greater of the front axle required torque and the rear axle required torque according to the first steering facilitation control slope, and by decreasing the smaller of the front axle required torque and the rear axle required torque according to the first steering facilitation control slope.

[0077] In the above embodiments, when the front-to-rear axle torque distribution ratio is less than the preset front-to-rear axle torque distribution ratio and the vehicle has a first steering intention, a first steering facilitation control slope is determined based on the vehicle speed. The larger of the front axle torque and the rear axle torque is increased, and the smaller of the front axle torque and the rear axle torque is decreased, according to the first steering facilitation control slope. This provides a suitable pre-load torque for subsequent adjustments to the front axle torque and rear axle torque based on the total torque demand and the front-to-rear axle torque distribution ratio, thereby facilitating the vehicle's steering process, improving the vehicle's steering sensitivity and the smoothness of the torque distribution process, and ultimately improving the vehicle's handling during steering.

[0078] In some implementations, the vehicle's driving parameter set may include a first steering demand parameter set, the front-to-rear axle torque distribution ratio may include a first distribution ratio, and the preset front-to-rear axle torque distribution ratio may include a preset first distribution ratio. See also... Figure 7 The torque distribution method may also include the following steps.

[0079] Step S710: If it is determined that the vehicle is not in an oversteering state, determine the first distribution ratio based on the vehicle's first steering demand parameter group.

[0080] In some cases, when it is determined that the vehicle is not in an oversteer state, that is, when the vehicle is not subject to lateral safety control, the total torque demand and distribution ratio of the vehicle can be determined based on relevant driving parameters. Based on the total torque demand and distribution ratio, the front axle torque demand corresponding to the front axle and the rear axle torque demand corresponding to the rear axle can be determined. This allows the motors on the front axle to be instructed to output the required torque and the motors on the rear axle to output the required torque.

[0081] In this embodiment, please continue to refer to Figure 4 The vehicle controller can determine whether the vehicle is in an oversteer state. If it determines that the vehicle is not in an oversteer state, it can determine a first distribution ratio based on the vehicle's first steering demand parameter set. Specifically, for example, the vehicle controller can look up a first distribution ratio determination table based on the first steering demand parameter set to obtain the first distribution ratio. The first distribution ratio can refer to the ratio of the required torque for the front axle to the required torque for the rear axle, and this first distribution ratio can be used to distribute the required torque for the front axle and the required torque for the rear axle. Specifically, the first steering demand parameter set can include the vehicle's steering wheel angle, vehicle speed, and total driving force.

[0082] Step S720: Determine the total required torque of the vehicle based on the driver's driving needs and the vehicle's maximum output torque.

[0083] Driver's driving demand, or driver's acceleration demand, can be determined by the depth of the accelerator pedal and the gear position, or by the force applied to the accelerator pedal and the gear position. For example, gear positions can include reverse (R), drive (D), and neutral (N).

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

[0085] In this embodiment, the vehicle controller can determine the total required torque of the vehicle based on the driver's driving needs and the vehicle's maximum output torque. Specifically, for example, the vehicle controller can look up a total required torque determination table based on the driver's driving needs and the vehicle's maximum output torque to obtain the total required torque of the vehicle. Exemplarily, the total required torque determination table can be pre-calibrated.

[0086] Step S730: If the first allocation ratio is greater than or equal to the preset first allocation ratio, determine the front axle demand torque and the rear axle demand torque based on the first allocation ratio and the total demand torque.

[0087] The preset first allocation ratio can refer to the threshold corresponding to the first allocation ratio.

[0088] In this embodiment, the vehicle controller can determine the required torque for the front axle and the required torque for the rear axle based on the first allocation ratio and the total required torque, provided that the first allocation ratio is greater than or equal to a preset first allocation ratio. Specifically, for example, the preset first allocation ratio can be taken in the range of 1 to 1.05.

[0089] For example, determining the front axle required torque and the rear axle required torque based on the first distribution ratio and the total required torque can refer to adjusting and controlling the vehicle based on the driver's steering needs. For example, if the first distribution ratio is greater than or equal to a preset first distribution ratio, then the vehicle is adjusted and controlled based on the driver's steering needs; if the first distribution ratio is less than the preset first distribution ratio, then the vehicle is not adjusted and controlled based on the driver's steering needs.

[0090] In the above embodiments, by determining the first distribution ratio based on the steering wheel angle, vehicle speed and total driving force of the vehicle in the first steering demand parameter group, and when the first distribution ratio is greater than or equal to the preset first distribution ratio, the front axle demand torque and the rear axle demand torque are determined based on the first distribution ratio and the total demand torque. In this way, the vehicle can be adjusted and controlled based on the driver's steering demand, thereby improving the vehicle's controllability.

[0091] In some embodiments, the vehicle's driving parameter set may further include a dynamic load parameter set, the front-to-rear axle torque distribution ratio may further include a second distribution ratio, and the preset front-to-rear axle torque distribution ratio may further include a preset second distribution ratio. Please refer to [link to relevant documentation]. Figure 8 The torque distribution method may also include the following steps.

[0092] Step S810: If the first distribution ratio is less than the preset first distribution ratio, determine the dynamic load ratio between the front and rear axles according to the dynamic load parameter group.

[0093] In some situations, when no lateral safety control is implemented or the vehicle is adjusted based on the driver's steering needs, the vehicle can be adjusted based on its dynamic load. This means determining the required torque for the front and rear axles based on the dynamic loads on the front and rear axles, thereby instructing the front axle motor to output the required torque and the rear axle motor to output the required torque.

[0094] In this embodiment, please continue to refer to Figure 4 If the first allocation ratio is less than a preset first allocation ratio, the vehicle controller can determine the front-to-rear axle dynamic load ratio based on the dynamic load parameter set. Specifically, the vehicle controller can look up the front-to-rear axle dynamic load ratio determination table based on the dynamic load parameter set to obtain the front-to-rear axle dynamic load ratio. This front-to-rear axle dynamic load ratio can be used to determine the second allocation ratio. Specifically, the dynamic load parameter set can include the vehicle's longitudinal acceleration and the wheel speeds of multiple wheels.

[0095] Step S820: Determine the second distribution ratio based on the dynamic load ratio between the front and rear axles.

[0096] In this embodiment, the vehicle controller can determine a second distribution ratio based on the dynamic load ratio between the front and rear axles. This second distribution ratio can be used for the required torque distribution between the front and rear axles. Specifically, for example, the vehicle controller can look up a second distribution ratio determination table based on the dynamic load ratio between the front and rear axles to obtain the second distribution ratio. This second distribution ratio determination table can be pre-calibrated. The second distribution ratio can be within the range of 1 to 1.05.

[0097] Step S830: If the second allocation ratio is greater than or equal to the preset second allocation ratio, determine the front axle demand torque and the rear axle demand torque based on the second allocation ratio and the total demand torque.

[0098] In this embodiment, the vehicle controller can determine the required torque for the front axle and the required torque for the rear axle based on the second allocation ratio and the total required torque, provided that the second allocation ratio is greater than or equal to a preset second allocation ratio. Specifically, for example, the vehicle controller can determine the required torque for the front axle and the required torque for the rear axle based on the second allocation ratio and the total required torque, thereby achieving vehicle calibration control based on the vehicle's dynamic load. For example, if the second allocation ratio is greater than or equal to the preset second allocation ratio, vehicle calibration control is performed based on the vehicle's dynamic load; if the second allocation ratio is less than the preset second allocation ratio, vehicle calibration control is not performed based on the vehicle's dynamic load.

[0099] In the above embodiment, the dynamic load ratio between the front and rear axles is determined based on the vehicle's longitudinal acceleration and the wheel speeds of multiple wheels in the dynamic load parameter set. A second distribution ratio is then determined based on this ratio. If the second distribution ratio is greater than or equal to a preset second distribution ratio, the required torque for the front axle and the required torque for the rear axle are determined based on the second distribution ratio and the total required torque. This allows for vehicle adjustment and control based on the vehicle's dynamic load, thereby improving vehicle driving stability to a certain extent.

[0100] In some embodiments, the torque distribution method may further include: if the front-to-rear axle torque distribution ratio is less than a preset front-to-rear axle torque distribution ratio, and if the vehicle speed is within a preset vehicle speed range for a preset duration, then the front axle torque demand and the rear axle torque demand are determined based on the vehicle speed and the total torque demand.

[0101] 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 speed is within the preset vehicle speed range for a preset duration, determining the front axle demand torque and the rear axle demand torque based on the vehicle speed and the total demand torque.

[0102] In some cases, when vehicle control is not based on dynamic load, it can be controlled based on the overall efficiency of the vehicle's motors. This involves optimizing the overall efficiency of the vehicle's motors to determine the required torque for the front and rear axles, thereby instructing the front axle motors to output the required torque and the rear axle motors to output the required torque.

[0103] In this embodiment, please continue to refer to Figure 4If the second allocation ratio is less than a preset second allocation ratio, the vehicle controller can determine whether the vehicle speed is within a preset vehicle speed range and whether the time the vehicle speed is within the preset vehicle speed range reaches a preset duration. If the time the vehicle speed is within the preset vehicle speed range reaches the preset duration, the front axle torque demand and rear axle torque demand are determined based on the vehicle speed and total torque demand. Specifically, for example, the front and rear axle torque demand allocation table can be consulted based on the vehicle speed and total torque demand to obtain the front and rear axle torque demand. For example, the front and rear axle torque demand allocation table can be calibrated according to the principle of economic optimization, where economic optimization can be one of the optimization of battery energy output efficiency, optimization of fuel energy output efficiency, or comprehensive optimization of battery energy output efficiency and fuel energy output efficiency.

[0104] In the above embodiments, when the vehicle speed is within a preset vehicle speed range for a preset duration, the front axle torque and rear axle torque are obtained by querying the front and rear axle torque distribution table based on the vehicle speed and total torque demand. In this way, the vehicle can be adjusted and controlled based on the overall efficiency of the vehicle's motor, thereby improving the vehicle's energy consumption performance during driving.

[0105] In some embodiments, the torque distribution method may further include: when the front-to-rear axle torque distribution ratio is less than a preset front-to-rear axle torque distribution ratio and the vehicle does not have the first steering intention, if the vehicle speed is within a preset vehicle speed range for a preset duration, then the front axle torque demand and the rear axle torque demand are determined based on the vehicle speed and the total torque demand.

[0106] In some implementations, please refer to [the relevant documentation]. Figure 4 The torque distribution method may further include: when the second distribution ratio is less than the preset second distribution ratio and the vehicle does not have the first steering intention, if the vehicle speed is within the preset vehicle speed range for a preset duration, the front axle demand torque and the rear axle demand torque are determined based on the vehicle speed and the total demand torque.

[0107] In some embodiments, the torque distribution method may further include: if the front-to-rear axle torque distribution ratio is less than a preset front-to-rear axle torque distribution ratio, and if the vehicle speed is not within a preset vehicle speed range, or the time within the preset vehicle speed range does not reach a preset duration, the total demand torque is evenly distributed into the front axle torque and the rear axle torque.

[0108] In some implementations, please refer to [the relevant documentation]. 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, which includes 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 differential between the left and right front axle wheels 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 embodiments, since the first target torque requirement is determined by the vehicle stability controller based on road conditions, and the torque requirements of the slipping and non-slipping wheels on the same axle are determined based on the driver's driving needs, when the vehicle stability controller reduces the torque requirement of the slipping wheel on the left and right wheels of the same axle to the first target torque requirement, it determines the second target torque requirement of the non-slipping wheel based on the first target torque requirement of the slipping wheel combined with the axle's axle torque requirement. This achieves torque increase for the non-slipping wheel based on road conditions and driver needs, reducing the deviation between the total torque requirement determined based on driver driving needs and the vehicle's actual output torque. This achieves control over the vehicle's driving stability and driving power, improving both driving stability and driving power. Furthermore, compared to directly increasing torque for the non-slipping wheel, such as directly using the torque reduction of the slipping wheel as the torque increase of the non-slipping wheel, it reduces the phenomenon of the non-slipping wheel turning into a slipping wheel due to excessive torque. This reduces the number of times the vehicle stability controller intervenes or withdraws from requesting torque reduction, further improving vehicle driving stability.

[0123] In some implementations, the first target torque requirement is less than half of the shaft torque requirement, the second target torque requirement is greater than half of the shaft torque requirement, and the second target torque requirement is less than the first torque difference.

[0124] In some implementations, a wheel can be determined as a slipping wheel by: if the wheel's slip ratio 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 based on factors such as the road surface adhesion coefficient and vehicle speed.

[0125] In some implementations, please refer to Figure 12 Obtaining the first target torque required by the slipping wheel may include the following steps.

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

[0127] In some cases, the vehicle stability controller may determine the first target torque required by the slipping wheel based on the road surface adhesion coefficient and the dynamic load on the slipping wheel.

[0128] In this embodiment, the vehicle controller can obtain the road adhesion coefficient of the slipping wheel and the dynamic load of the slipping wheel, so as to determine the first target torque required by the slipping wheel.

[0129] Step S1220: Determine the first target torque required by the slipping wheel based on the road surface adhesion coefficient and dynamic load.

[0130] In this embodiment, the vehicle controller can determine the first target torque required for the slipping wheel based on the road surface adhesion coefficient and the dynamic load on the slipping wheel. Specifically, for example, the vehicle controller can determine the maximum road surface adhesion based on the road surface adhesion coefficient and the dynamic load, and then determine the first target torque required based on the maximum road surface adhesion, thereby mitigating the slipping problem of the slipping wheel.

[0131] In the above embodiments, when the torque required for the slipping wheel is reduced to the first target torque, the second target torque required for the non-slipping wheel on the same axle is determined based on the first target torque required for the slipping wheel and the axle torque. This can achieve control over the vehicle's driving stability and driving power, that is, improve the vehicle's driving stability while improving the vehicle's driving power.

[0132] In some embodiments, the left wheel may include the front axle left wheel of the front axle, the right wheel may include the front axle right wheel of the front axle, the axle torque requirement of the left and right wheels may include the front axle torque requirement of the front axle, the first target torque requirement may include a third target torque requirement, the second target torque requirement may include a fourth target torque requirement, and the first torque difference may include a second torque difference. Please continue reading. Figure 10 And see Figure 13 The torque distribution method may also include the following steps.

[0133] Step S1310: Obtain the required torque for the front axle.

[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-slipping wheel, obtain the third target required torque of the front axle slipping wheel.

[0135] Step S1330: Determine the second torque difference between the front axle required torque and the third target required torque.

[0136] Step S1340: Determine the torque distribution ratio of the non-slipping wheels on the front axle based on the required torque of the front axle and the difference between the second torque.

[0137] Step S1350: Determine the fourth target torque demand of the non-slipping wheels on the front axle based on the torque demand distribution ratio between the front axle demand torque and the demand torque demand of the non-slipping wheels on the front axle.

[0138] In the above embodiments, when the torque demanded by the slipping front axle wheel is reduced to the third target torque demanded, the fourth target torque demanded by the non-slipping front axle wheel can be determined based on the third target torque demanded and the front axle demanded torque. This can further achieve control over the vehicle's driving stability and driving power, that is, further improve the vehicle's driving stability while improving the vehicle's driving power.

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

[0140] In some implementations, the following method can be used to determine whether the left or right front axle wheel is a slipping wheel: if the slip ratio of the left front axle wheel is greater than a preset slip ratio safety threshold, the left front axle wheel is determined to be a slipping front axle wheel; if the slip ratio of the right front axle wheel is greater than a preset slip ratio safety threshold, the right front axle wheel is determined to be a slipping front axle wheel.

[0141] In some implementations, obtaining the third target required torque for the front axle slipping wheel may include the following steps: obtaining 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; and determining the third target required torque of the front axle slipping wheel based on 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.

[0142] In some implementations, please refer to [the relevant documentation]. Figure 10 And see Figure 14 The torque distribution method may also include the following steps.

[0143] Step S1410: If it is determined that both the left and right front axle wheels are non-slipping front axle wheels, determine the required torque distribution ratio between the left and right front axle wheels based on the vehicle's second steering requirement parameter set.

[0144] Specifically, the second set of steering requirement parameters may include the vehicle's steering wheel angle, vehicle speed, and front axle driving force. The front axle driving force can be the sum of the driving forces of the left and right front wheels.

[0145] In this embodiment, if it is determined that both the left and right front axle wheels are not slipping, the vehicle controller can determine the required torque distribution ratio between the left and right front axle wheels based on the vehicle's second steering requirement parameter set. Specifically, for example, the vehicle controller can look up the required torque distribution ratio determination table for the left and right front axle wheels based on the second steering requirement parameter set to obtain the required torque distribution ratio for the left and right front axle wheels. The required torque distribution ratio determination table for the left and right front axle wheels can be pre-calibrated.

[0146] Step S1420: When the torque distribution ratio of the left and right front axle wheels is greater than or equal to the preset torque distribution ratio of the left and right front axle wheels, determine the torque demand of the left front axle wheel and the torque demand of the right front axle wheel based on the torque distribution ratio of the left and right front axle wheels and the torque demand of the front axle.

[0147] In the above embodiments, the required torque distribution ratio of the left and right front axles is determined based on the vehicle's steering wheel angle, vehicle speed, and front axle driving force in the second steering requirement parameter group. When the required torque distribution ratio of the left and right front axles is greater than or equal to the preset required torque distribution ratio of the left and right front axles, the required torque of the left and right front axles is determined based on the required torque distribution ratio of the left and right front axles and the required torque of the front axle. In this way, the vehicle can be adjusted and controlled based on the driver's steering requirements, thereby improving the vehicle's controllability.

[0148] In some implementations, please refer to [the relevant documentation]. Figure 10 The torque distribution method may further include: when the torque distribution ratio of the left and right front axle wheels is less than the preset torque distribution ratio of the left and right front axle wheels, and the vehicle has a second steering intention, determining a second steering facilitating control slope based on the vehicle speed, increasing the larger of the torque demanded by the left front axle wheel and the torque demanded by the right front axle wheel according to the second steering facilitating control slope, and decreasing the smaller of the torque demanded by the left front axle wheel and the torque demanded by the right front axle wheel according to the second steering facilitating control slope.

[0149] Specifically, the following method can be used to determine whether a vehicle has a second steering intention: if the speed difference between the left and right front axles of the vehicle is greater than the preset speed difference between the left and right front axles, it is determined that the vehicle has a second steering intention.

[0150] Specifically, the speed difference between the left and right front axles can be determined based on the wheel speeds of the left and right front axles.

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

[0152] In some implementations, please refer to [the relevant documentation]. Figure 10 The torque distribution method may further include: when the torque distribution ratio of the left and right front axle wheels is less than the preset torque distribution ratio of the left and right front axle wheels, and the vehicle does not have a second steering intention, the torque demanded by the front axle is evenly distributed into the torque demanded by the left front axle wheel and the torque demanded by the right front axle wheel.

[0153] In some implementations, please refer to [the relevant documentation]. Figure 10 The torque distribution method may also include: when the torque distribution ratio of the left and right front axle wheels is less than the preset torque distribution ratio of the left and right front axle wheels, the torque demanded by the front axle is evenly distributed into the torque demanded by the left front axle wheel and the torque demanded by the right front axle wheel.

[0154] In some embodiments, the left wheel of a wheel may include the left rear wheel of the rear axle, the right wheel of a wheel may include the right rear wheel of the rear axle, the axle torque requirement of the left and right wheels may include the rear axle torque requirement of the rear axle, the first target torque requirement may also include a fifth target torque requirement, the second target torque requirement may include a sixth target torque requirement, and the first torque difference may include a third torque difference. Please continue reading. Figure 11 And see Figure 15 The torque distribution method may also include the following steps.

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

[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-slipping 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: Determine the torque distribution ratio of the non-slipping wheels on the rear axle based on the difference between the required torque of the rear axle and the third torque.

[0159] Step S1550: Determine the sixth target torque demand of the non-slipping wheels on the rear axle based on the torque demand distribution ratio between the rear axle demand torque and the demand torque demand of the non-slipping wheels on the rear axle.

[0160] In the above embodiments, when the torque demanded by the wheel with rear axle slippage is reduced to the fifth target torque demand, the sixth target torque demanded by the wheel without rear axle slippage can be determined based on the fifth target torque demand and the rear axle demand torque. This can further achieve control over the vehicle's driving stability and driving dynamics, that is, further improve the vehicle's driving stability while improving the vehicle's driving dynamics.

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

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

[0163] In some implementations, obtaining the fifth target required torque for the rear axle slipping wheel may include the following steps: obtaining 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; and determining the fifth target required torque for the rear axle slipping wheel 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.

[0164] In some implementations, please refer to [the relevant documentation]. Figure 11 And see Figure 16 The torque distribution method may also include the following steps.

[0165] Step S1610: If it is determined that both the left and right rear axle wheels are non-slipping rear axle wheels, determine the torque distribution ratio of the left and right rear axle wheels based on the vehicle's third steering demand parameter group.

[0166] Specifically, the third set of steering requirement parameters may include the vehicle's steering wheel angle, vehicle speed, and rear axle driving force. The rear axle driving force can be the sum of the driving forces of the left and right rear wheels.

[0167] In this embodiment, if it is determined that both the left and right rear axle wheels are not slipping, the vehicle controller can determine the required torque distribution ratio between the left and right rear axle wheels based on the vehicle's third steering requirement parameter set. Specifically, for example, the vehicle controller can look up the required torque distribution ratio determination table for the left and right rear axle wheels based on the third steering requirement parameter set to obtain the required torque distribution ratio. This table can be pre-calibrated.

[0168] Step S1620: When the torque distribution ratio of the left and right rear axles is greater than or equal to the preset torque distribution ratio of the left and right rear axles, determine the torque demand of the left and right rear axles of the vehicle based on the torque distribution ratio of the left and right rear axles and the torque demand of the rear axle.

[0169] In the above embodiments, the required torque distribution ratio of the left and right rear wheels is determined based on the vehicle's steering wheel angle, vehicle speed, and rear axle driving force in the third steering demand parameter group. When the required torque distribution ratio of the left and right rear wheels is greater than or equal to the preset required torque distribution ratio of the left and right rear wheels, the required torque of the left and right rear wheels of the vehicle is determined based on the required torque distribution ratio of the left and right rear wheels and the required torque of the rear axle. In this way, the vehicle can be adjusted and controlled based on the driver's steering needs, thereby improving the vehicle's controllability.

[0170] In some implementations, please refer to [the relevant documentation]. Figure 11The torque distribution method may also include: when the torque distribution ratio of the left and right rear axle wheels is less than the preset torque distribution ratio of the left and right rear axle wheels, the torque demanded by the rear axle is evenly distributed into the torque demanded by the left rear axle wheel and the torque demanded by the right rear axle wheel.

[0171] This specification provides a torque distribution method that can be applied to the vehicle controller in a torque distribution system. Please continue reading. Figure 4 The torque distribution method may include the following steps:

[0172] Step S1701: Determine the total required torque of the vehicle based on the driver's driving needs and the vehicle's maximum output torque.

[0173] Step S1702: Determine the vehicle's center of gravity sideslip angle or the rate of change of the center of gravity sideslip angle based on the vehicle's center of gravity sideslip parameter set.

[0174] Specifically, the center of gravity sideslip parameter set may include the vehicle's total driving force, steering wheel angle, yaw rate, lateral acceleration, longitudinal acceleration, and wheel speeds of multiple wheels.

[0175] Step S1703: If the vehicle is determined to be in an oversteering state, determine the lateral control slope based on the vehicle's lateral safety parameter set.

[0176] Specifically, the lateral safety parameter set may include the vehicle's total driving force, lateral acceleration, wheel speeds of multiple wheels, and front wheel steering angle.

[0177] Specifically, by reducing the current rear axle torque based on the lateral control slope, the current front axle torque of the vehicle can be kept constant.

[0178] Specifically, the following methods can be used to determine whether a vehicle is in an oversteer state: (1) If the vehicle’s center of gravity sideslip angle is greater than a specified center of gravity sideslip angle threshold, the vehicle is determined to be in an oversteer state; (2) If the vehicle’s center of gravity sideslip angle change rate is greater than a specified center of gravity sideslip angle change rate threshold, the vehicle is determined to be in an oversteer state.

[0179] For example, a threshold for the centroid sideslip angle is specified to be negatively correlated with the vehicle speed; a threshold for the rate of change of the centroid sideslip angle is specified to be negatively correlated with the vehicle speed.

[0180] Step S1704: Reduce the current rear axle torque of the vehicle based on the sideslip control slope;

[0181] Step S1705: If it is determined that the vehicle is not in an oversteering state, determine the first distribution ratio based on the vehicle's first steering demand parameter group.

[0182] Specifically, the first set of steering requirement parameters may include the vehicle's steering wheel angle, vehicle speed, and total vehicle driving force.

[0183] Step S1706: If the first allocation ratio is greater than or equal to the preset first allocation ratio, determine the front axle demand torque and the rear axle demand torque based on the first allocation ratio and the total demand torque.

[0184] Step S1707: If the first distribution ratio is less than the preset first distribution ratio, determine the dynamic load ratio between the front and rear axles according to the dynamic load parameter group.

[0185] Step S1708: Determine the second distribution ratio based on the dynamic load ratio of the front and rear axles.

[0186] Specifically, the dynamic load parameter set may include the vehicle's longitudinal acceleration and the wheel speeds of multiple wheels.

[0187] Step S1709: If the second allocation ratio is greater than or equal to the preset second allocation ratio, determine the front axle demand torque and the rear axle demand torque based on the second allocation ratio and the total demand torque.

[0188] Step S1710: When the second distribution ratio is less than the preset front and rear axle torque distribution ratio and the vehicle has a first steering intention, the first steering assist control slope is determined based on the vehicle speed.

[0189] Specifically, the following method can be used to determine whether the vehicle has a first steering intention: if the speed difference between the front and rear axles of the vehicle is greater than the preset speed difference between the front and rear axles, the vehicle is determined to have a first steering intention.

[0190] Specifically, the difference in speed between the front and rear axles can be determined based on the speed of the front and rear axles of the vehicle.

[0191] Specifically, the speed difference between the front and rear axles can be determined based on the wheel speeds of the front and rear axles.

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

[0193] Step S1711: Increase the larger of the front axle demand torque and the rear axle demand torque according to the first steering assist control slope, and decrease the smaller of the front axle demand torque and the rear axle demand torque according to the first steering assist control slope.

[0194] Step S1712: If the second distribution ratio is less than the preset front and rear axle torque distribution ratio and the vehicle does not have the first steering intention, if the vehicle speed is within the preset vehicle speed range for a preset duration, then the front axle torque and rear axle torque are determined based on the vehicle speed and the total torque demand.

[0195] Step S1713: If the second distribution ratio is less than the preset front and rear axle torque distribution ratio and the vehicle does not have the 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 torque demand is evenly distributed into the front axle torque demand and the rear axle torque demand.

[0196] Please continue reading. Figure 10 as well as Figure 11 The torque distribution method may also 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 a front axle slipping wheel and the other is a front axle non-slipping wheel, obtain the third target required torque of the front axle slipping wheel.

[0198] Specifically, the road adhesion coefficient of the road surface where the front axle slipping wheel is located and the dynamic load of the front axle slipping wheel can be obtained, and the third target torque requirement of the front axle slipping wheel can be determined based on the road 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: Determine the second torque difference between the front axle required torque and the third target required torque.

[0200] Step S1716 determines the torque distribution ratio of the non-slipping wheels on the front axle based on the required torque of the front axle and the difference between the second torque.

[0201] Step S1717 determines the fourth target torque required by the non-slipping wheels of the front axle based on the ratio of the torque required by the front axle to the torque required by the non-slipping wheels of the front axle.

[0202] Step S1718: If it is determined that both the left and right front axle wheels are non-slipping front axle wheels, determine the required torque distribution ratio between the left and right front axle wheels based on the vehicle's second steering requirement parameter set.

[0203] Step S1719: When the torque distribution ratio of the left and right front axle wheels is greater than or equal to the preset torque distribution ratio of the left and right front axle wheels, determine the torque demand of the left front axle wheel and the torque demand of the right front axle wheel based on the torque demand of the front axle and the torque distribution ratio of the left and right front axle wheels.

[0204] Step S1720: When the required torque distribution ratio of the left and right front axles is less than the preset required torque distribution ratio of the left and right front axles, and the vehicle has a second steering intention, determine the second steering facilitation control slope based on the vehicle speed.

[0205] Step S1721: Increase the larger of the required torque of the left front wheel and the required torque of the right front wheel according to the second steering assist control slope, and decrease the smaller of the required torque of the left front wheel and the required torque of the right front wheel according to the second steering assist control slope.

[0206] Specifically, the second set of steering requirement parameters includes the vehicle's steering wheel angle, vehicle speed, and front axle driving force.

[0207] Specifically, the following methods can be used to determine whether a vehicle has a second steering intention:

[0208] Specifically, if the speed difference between the left and right front axles of the vehicle is greater than the preset speed difference between the left and right front axles, it is determined that the vehicle has a second steering intention.

[0209] Specifically, the speed difference between the left and right front axles can be determined based on the wheel speeds of the left and right front axles.

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

[0211] Step S1722: When the torque distribution ratio of the left and right front axle wheels is less than the preset torque distribution ratio of the left and right front axle wheels, and the vehicle does not have a second steering intention, the torque demanded by the front axle is evenly distributed into the torque demanded by the left front axle wheel and the torque demanded by the right front axle wheel.

[0212] Please continue reading. Figure 11 The torque distribution method may also include the following steps:

[0213] Step S1723: 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-slipping wheel, obtain the fifth target required torque of the rear axle slipping wheel.

[0214] Specifically, the road 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 torque requirement of the rear axle slipping wheel can be determined based on the road 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: Determine the third torque difference between the rear axle required torque and the fifth target required torque.

[0216] Step S1725: Determine the torque distribution ratio of the non-slipping wheels on the rear axle based on the difference between the required torque of the rear axle and the third torque.

[0217] Step S1726: Determine the sixth target torque required by the non-slipping wheels of the rear axle based on the torque demand ratio of the rear axle and the torque demand of the non-slipping wheels of the rear axle.

[0218] Step S1727: If it is determined that both the left and right rear axle wheels are non-slipping rear axle wheels, determine the torque distribution ratio of the left and right rear axle wheels based on the vehicle's third steering demand parameter group.

[0219] Specifically, the third set of steering requirements parameters includes the vehicle's steering wheel angle, vehicle speed, and rear axle drive force.

[0220] Step S1728: If the torque distribution ratio of the left and right rear axle wheels is greater than or equal to the preset torque distribution ratio of the left and right rear axle wheels, determine the torque demand of the left rear axle wheel and the torque demand of the right rear axle wheel based on the torque distribution ratio of the left and right rear axle wheels and the torque demand of the rear axle.

[0221] Step S1729: If the torque distribution ratio of the left and right rear axle wheels is less than the preset torque distribution ratio of the left and right rear axle wheels, the torque demanded by the rear axle is evenly distributed into the torque demanded by the left rear axle wheel and the torque demanded by the right rear axle wheel.

[0222] In some implementations, the above torque distribution method can also be applied to the vehicle stability controller in the torque distribution system.

[0223] This specification provides a torque distribution device. Please refer to [link / reference]. Figure 17 The torque distribution device may include:

[0224] The steering determination module 1710 is used to determine the lateral control slope based on the vehicle's lateral safety parameter set if the vehicle is determined to be in an oversteering state.

[0225] The torque adjustment module 1720 is used to reduce the current rear axle torque of the vehicle based on the lateral control slope.

[0226] This specification provides a torque distribution device. Please refer to [link / reference]. Figure 18 The torque distribution device may include:

[0227] The shaft demand torque acquisition module 1810 is used to acquire the shaft demand torque of the shafts where the left wheel and right wheel are located;

[0228] The first target torque acquisition module 1820 is used to acquire the first target torque of the slipping wheel if it is determined that one of the left wheel and the right wheel is a slipping wheel and the other is not slipping wheel.

[0229] The first torque difference determination module 1830 is used to determine the first torque difference between the axle demand torque and the first target demand torque of the slipping wheel;

[0230] The demand torque distribution ratio determination module 1840 is used to determine the demand torque distribution ratio of the non-slipping wheel based on the difference between the shaft demand torque and the first torque.

[0231] The second target torque demand determination module 1850 is used to determine the second target torque demand of the non-slipping wheel based on the ratio of the shaft torque demand to the torque demand of the non-slipping wheel.

[0232] This specification provides a torque distribution device. Please refer to [link / reference]. Figure 19 The torque distribution device may include:

[0233] The front and rear axle torque distribution ratio determination module 1910 is used to determine the front and rear axle torque distribution ratio of the vehicle based on the vehicle's driving parameter set.

[0234] The front and rear axle torque demand determination module 1920 is used to determine the front axle torque demand and rear axle torque demand of the vehicle based on the total torque demand of the vehicle and the front and rear axle torque demand distribution ratio when the front and rear axle torque demand distribution ratio is greater than or equal to the preset front and rear axle torque demand distribution ratio.

[0235] The first steering facilitator control slope determination module 1930 is used to determine the first steering facilitator control slope based on the vehicle speed when the front-to-rear axle torque demand distribution ratio is less than the preset front-to-rear axle torque demand distribution ratio and the vehicle has a first steering intention; and to determine the front axle torque demand and the rear axle torque demand based on the total torque demand and the front-to-rear axle torque demand distribution ratio.

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

[0237] Specific limitations regarding the torque distribution device can be found in the limitations of the torque distribution method described above, and will not be repeated here. Each module in the aforementioned torque distribution device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in hardware or independently of the processor in the torque distribution device, or stored in software in the memory of the torque distribution device, so that the processor can call and execute the corresponding operations of each module.

[0238] This specification provides a torque distribution device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor. When the processor executes the computer program, it implements the steps of the torque distribution method described in any of the above embodiments.

[0239] This specification provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the torque distribution method described in any of the above embodiments.

[0240] This specification provides a computer program product that includes instructions that, when executed by a processor of a computer device, enable the computer device to perform the steps of the torque distribution method described in any of the above embodiments.

[0241] This specification also provides a vehicle that may include any of the torque distribution devices described above. The beneficial effects of this vehicle are the same as those of the torque distribution devices described above, and will not be repeated here.

[0242] In one embodiment, a torque distribution device is provided. This torque distribution device can be a computer device, which can be a server, and its internal structure diagram can be as follows: Figure 20 As shown. The computer device includes a processor, memory, and a network interface connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The network interface is used to communicate with external terminals via a network connection. When the computer program is executed by the processor, it implements the method described in any of the above embodiments.

[0243] Those skilled in the art will understand that Figure 20 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0244] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, or optical storage, etc. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc.

[0245] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0246] In the description of this specification, references to terms such as "an embodiment," "some implementations," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0247] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0248] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

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

Claims

1. A torque distribution method, characterized in that, The method includes: If the vehicle is determined to be in an oversteer state, the lateral control slope is determined based on the vehicle's lateral safety parameter set. Based on the lateral control slope, reduce the current rear axle torque of the vehicle; If it is determined that the vehicle is not in an oversteering state, a first allocation ratio value is determined based on the vehicle's first steering demand parameter set; The total required torque of the vehicle is determined based on the driver's driving needs and the vehicle's maximum output torque. When the first allocation ratio is greater than or equal to the preset first allocation ratio, the front axle demand torque and the rear axle demand torque are determined based on the first allocation ratio and the total demand torque. If the first allocation ratio is less than the preset first allocation ratio, the dynamic load ratio between the front and rear axles is determined according to the dynamic load parameter group. The second distribution ratio is determined based on the dynamic load ratio between the front and rear axles; If the second allocation ratio is greater than or equal to the preset second allocation ratio, the front axle required torque and the rear axle required torque are determined based on the second allocation ratio and the total required torque.

2. The method according to claim 1, characterized in that, The lateral safety parameter set includes the vehicle's total driving force, lateral acceleration, wheel speeds of multiple wheels, and front wheel steering angle.

3. The method according to claim 1, characterized in that, The step of reducing the required torque for the rear axle of the vehicle based on the lateral control slope includes: Based on the lateral control slope, the current rear axle torque is reduced while the current front axle torque of the vehicle remains unchanged.

4. The method according to claim 1, characterized in that, The following method is used to determine whether the vehicle is in an oversteer state: If the vehicle's sideslip angle is greater than a specified sideslip angle threshold, the vehicle is determined to be in the oversteer state. Alternatively, if the rate of change of the vehicle's center of gravity sideslip angle is greater than a specified threshold for the rate of change of the center of gravity sideslip angle, the vehicle is determined to be in the oversteering state.

5. The method according to claim 4, characterized in that, The method further includes: Based on the vehicle's center of gravity sideslip parameter set, determine the vehicle's center of gravity sideslip angle or the rate of change of the center of gravity sideslip angle.

6. The method according to claim 5, characterized in that, The center of gravity sideslip parameter set includes the vehicle's total driving force, steering wheel angle, yaw rate, lateral acceleration, longitudinal acceleration, and wheel speeds of multiple wheels.

7. The method according to claim 4, characterized in that, The specified centroid sideslip angle threshold is negatively correlated with the vehicle speed; the specified centroid sideslip angle change rate threshold is negatively correlated with the vehicle speed.

8. The method according to claim 1, characterized in that, The first set of steering requirement parameters includes the vehicle's steering wheel angle, vehicle speed, and total driving force.

9. The method according to claim 1, characterized in that, The dynamic load parameter set includes the vehicle's longitudinal acceleration and the wheel speeds of multiple wheels.

10. The method according to claim 1, characterized in that, The method further includes: If the second allocation ratio is less than the preset second allocation ratio, and the vehicle speed is within the preset vehicle speed range for a preset duration, the front axle required torque and the rear axle required torque are determined based on the vehicle speed and the total required torque.

11. The method according to claim 10, characterized in that, The method further includes: If the second allocation ratio is less than the preset second allocation 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 allocated to the front axle required torque and the rear axle required torque.

12. A torque distribution device, characterized in that, The device includes: The steering determination module is used to determine the lateral control slope based on the vehicle's lateral safety parameter set if the vehicle is determined to be in an oversteering state. A torque adjustment module is used to reduce the current rear axle torque of the vehicle based on the sideslip control slope. If it is determined that the vehicle is not in an oversteering state, a first allocation ratio value is determined based on the vehicle's first steering demand parameter set; The total required torque of the vehicle is determined based on the driver's driving needs and the vehicle's maximum output torque. When the first allocation ratio is greater than or equal to the preset first allocation ratio, the front axle demand torque and the rear axle demand torque are determined based on the first allocation ratio and the total demand torque. If the first allocation ratio is less than the preset first allocation ratio, the dynamic load ratio between the front and rear axles is determined according to the dynamic load parameter group. The second distribution ratio is determined based on the dynamic load ratio between the front and rear axles; If the second allocation ratio is greater than or equal to the preset second allocation ratio, the front axle required torque and the rear axle required torque are determined based on the second allocation ratio and the total required torque.

13. A torque distribution device, characterized in that, It includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the torque distribution method according to any one of claims 1 to 11.

14. A vehicle, characterized in that, Includes the torque distribution device as described in claim 13.

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