Torque distribution method, vehicle and storage medium

Abstract

The application provides a torque distribution method, a vehicle and a storage medium, and relates to the technical field of automobiles.The method comprises the following steps: acquiring a first slip rate and a second slip rate of a vehicle, the first slip rate being a slip rate of a front axle of the vehicle, and the second slip rate being a slip rate of a rear axle of the vehicle; in the case that a slip rate difference between the first slip rate and the second slip rate is greater than a preset difference value, determining a torque adjustment coefficient based on the slip rate difference; and distributing torque to the front axle and the rear axle of the vehicle based on the torque adjustment coefficient. By detecting the difference between the front axle slip rate and the rear axle slip rate, the torque of the front axle and the rear axle of the vehicle can be adjusted in time when the vehicle slips, so that the vehicle is kept stable.

Description

Technical Field

[0001] This application belongs to the field of automotive technology, and particularly relates to a torque distribution method, a vehicle, and a storage medium. Background Technology

[0002] Currently, vehicles typically use electric motors in their drive systems to rotate the front and rear axles, which in turn rotate the wheels at the axle ends, thus achieving forward and backward movement. Therefore, the total torque of the vehicle is determined by the degree to which the driver depresses the accelerator pedal, and then this total torque is distributed to different wheel ends to control the vehicle's driving state.

[0003] Due to environmental factors such as the coefficient of friction of the road surface, vehicles may experience slippage and other problems during torque-based driving, thus affecting vehicle stability. Therefore, a torque distribution method is urgently needed to adjust the torque distribution ratio of the vehicle in a timely manner. Summary of the Invention

[0004] The purpose of this application is to provide a torque distribution method, a vehicle, and a storage medium, which aims to solve the problem of the inability to adjust the torque distribution ratio in a timely manner in the traditional torque distribution process.

[0005] A first aspect of this application provides a torque distribution method, the method comprising:

[0006] Obtain a first slip ratio and a second slip ratio of the vehicle, wherein the first slip ratio is the slip ratio of the front axle of the vehicle, and the second slip ratio is the slip ratio of the rear axle of the vehicle;

[0007] If the difference between the first slip ratio and the second slip ratio is greater than a preset difference, a torque adjustment coefficient is determined based on the slip ratio difference.

[0008] Based on the torque adjustment coefficient, torque is distributed between the front and rear axles of the vehicle.

[0009] In some embodiments, determining the torque adjustment coefficient based on the slip ratio difference includes:

[0010] A target proportional parameter is determined, which is used to amplify the slip ratio difference when determining the torque adjustment coefficient;

[0011] Determine the target integral parameter, which is used to stabilize the process of determining the torque adjustment coefficient;

[0012] Based on the slip ratio difference, a sign parameter is determined, which is used to determine the numerical sign of the torque adjustment coefficient;

[0013] The torque adjustment coefficient is determined based on the target proportional parameter, the target integral parameter, the sign parameter, and the slip ratio difference.

[0014] In some embodiments, determining the sign parameter based on the slip ratio difference includes:

[0015] If the slip ratio difference is greater than a first preset threshold and the historical sign parameter is 0, then the sign parameter is determined to be a first value;

[0016] If the slip ratio difference is less than the second preset threshold and the historical sign parameter is 0, then the sign parameter is determined to be the second value, the second preset threshold is the opposite of the first preset threshold, and the first preset threshold is greater than the second preset threshold.

[0017] In some embodiments, the torque distribution between the front and rear axles of the vehicle based on the torque adjustment coefficient includes:

[0018] Determine the current front axle torque percentage and rear axle torque percentage of the vehicle, respectively;

[0019] The sum of the front axle torque percentage and the torque adjustment coefficient of the front axle in the torque adjustment coefficient is determined to obtain a new torque percentage of the front axle; and the sum of the rear axle torque percentage and the torque adjustment coefficient of the rear axle in the torque adjustment coefficient is determined to obtain a new torque percentage of the rear axle.

[0020] Based on the new torque ratio of the front axle and the new torque ratio of the rear axle, torque is distributed between the front and rear axles.

[0021] In some embodiments, prior to obtaining the first slip ratio and the second slip ratio of the vehicle, the method further includes:

[0022] It is determined that the vehicle's slip control module is not activated. The slip control module is used to detect whether the vehicle is slipping. The slip control module is activated when the first slip rate or the second slip rate is greater than a preset slip rate.

[0023] It is determined that the vehicle's electronic stability control system is not activated; the electronic stability control system is used to assist the driver in controlling the vehicle.

[0024] It is determined that the front axle of the vehicle is in a connected state.

[0025] In some embodiments, the method further includes:

[0026] Obtain vehicle driving data;

[0027] Based on the driving data, the driving conditions of the vehicle are determined;

[0028] Based on the driving conditions, determine the torque distribution ratio between the front and rear axles of the vehicle;

[0029] If the difference between the first slip ratio and the second slip ratio is not greater than a preset difference, torque is distributed between the front and rear axles of the vehicle based on the torque distribution ratio.

[0030] In some embodiments, determining the torque distribution ratio between the front and rear axles of the vehicle based on the driving conditions includes:

[0031] If the driving condition is a straight-line acceleration condition, determine the tire load of the vehicle; based on the tire load of the vehicle, determine the torque distribution ratio between the front and rear axles of the vehicle.

[0032] If the driving condition is a longitudinal economic condition or a braking driving condition, determine the vehicle's motor speed and the driver's requested torque; based on the vehicle's motor speed and the driver's requested torque, determine the torque distribution ratio between the front and rear axles of the vehicle.

[0033] If the driving condition is a turning condition, determine the vehicle speed, center of gravity sideslip angle, and lateral acceleration; based on the vehicle speed, center of gravity sideslip angle, and lateral acceleration, determine the torque distribution ratio between the front and rear axles of the vehicle.

[0034] In some embodiments, the method further includes:

[0035] If a target torque is received for at least one axle of the vehicle, the torque distribution ratio is adjusted based on the target torque for the at least one axle. The adjusted torque distribution ratio is the distribution ratio for the axles of the vehicle that have not received the target torque.

[0036] Based on the target torque corresponding to the at least one axle and the adjusted torque distribution ratio, torque is distributed between the front and rear axles of the vehicle.

[0037] A second aspect of this application provides a torque distribution device, the device comprising:

[0038] The first acquisition unit is used to acquire a first slip ratio and a second slip ratio of the vehicle, wherein the first slip ratio is the slip ratio of the front axle of the vehicle and the second slip ratio is the slip ratio of the rear axle of the vehicle.

[0039] The first determining unit is configured to determine a torque adjustment coefficient based on the slip ratio difference when the slip ratio difference between the first slip ratio and the second slip ratio is greater than a preset difference.

[0040] A torque distribution unit is used to distribute torque between the front and rear axles of the vehicle based on the torque adjustment coefficient.

[0041] In some embodiments, the first determining unit is configured to: determine a target proportional parameter, which is used to amplify the slip ratio difference when determining the torque adjustment coefficient; determine a target integral parameter, which is used to stabilize the process of determining the torque adjustment coefficient; determine a sign parameter based on the slip ratio difference, which is used to determine the numerical sign of the torque adjustment coefficient; and determine the torque adjustment coefficient based on the target proportional parameter, the target integral parameter, the sign parameter, and the slip ratio difference.

[0042] In some embodiments, the first determining unit is configured to determine the sign parameter as a first value if the slip ratio difference is greater than a first preset threshold and the historical sign parameter is 0; and to determine the sign parameter as a second value if the slip ratio difference is less than a second preset threshold and the historical sign parameter is 0, wherein the second preset threshold is the opposite of the first preset threshold and the first preset threshold is greater than the second preset threshold.

[0043] In some embodiments, the torque distribution unit is configured to: determine the current front axle torque ratio and rear axle torque ratio of the vehicle; determine the sum of the front axle torque ratio and the torque adjustment coefficient of the front axle in the torque adjustment coefficient to obtain a new torque ratio of the front axle; and determine the rear axle torque ratio and the torque adjustment coefficient of the rear axle in the torque adjustment coefficient to obtain a new torque ratio of the rear axle; and perform torque distribution on the front and rear axles based on the new torque ratio of the front axle and the new torque ratio of the rear axle.

[0044] In some embodiments, the apparatus further includes:

[0045] The second determining unit is used to determine that the vehicle's slip control module is not activated. The slip control module is used to detect whether the vehicle is slipping. The slip control module is activated when the first slip rate or the second slip rate is greater than a preset slip rate.

[0046] The third determining unit is used to determine that the vehicle's electronic stability control system is not activated, and the electronic stability control system is used to assist the driver in controlling the vehicle.

[0047] The fourth determining unit is used to determine that the front axle of the vehicle is in a connected state.

[0048] In some embodiments, the apparatus further includes:

[0049] The second acquisition unit is used to acquire vehicle driving data;

[0050] The fifth determining unit is used to determine the driving conditions of the vehicle based on the driving data;

[0051] The sixth determining unit is used to determine the torque distribution ratio between the front and rear axles of the vehicle based on the driving conditions.

[0052] The torque distribution unit is further configured to distribute torque between the front and rear axles of the vehicle based on the torque distribution ratio, provided that the difference between the slip ratios of the first slip ratio and the second slip ratio is not greater than a preset difference.

[0053] In some embodiments, the sixth determining unit is configured to: determine the tire load of the vehicle if the driving condition is a straight-line acceleration condition; determine the torque distribution ratio of the front and rear axles of the vehicle based on the tire load; determine the motor speed and driver-requested torque of the vehicle if the driving condition is a longitudinal economy condition or a braking driving condition; determine the torque distribution ratio of the front and rear axles of the vehicle based on the motor speed and driver-requested torque; determine the vehicle speed, sideslip angle, and lateral acceleration of the vehicle if the driving condition is a cornering condition; and determine the torque distribution ratio of the front and rear axles of the vehicle based on the vehicle speed, sideslip angle, and lateral acceleration.

[0054] In some embodiments, the apparatus further includes:

[0055] An adjustment unit is configured to, if a target torque is received from at least one axle of the vehicle, adjust the torque distribution ratio based on the target torque corresponding to the at least one axle, wherein the adjusted torque distribution ratio is the distribution ratio for the axles of the vehicle that have not received the target torque.

[0056] The torque distribution unit is also used to distribute torque between the front and rear axles of the vehicle based on the target torque corresponding to the at least one axle and the adjusted torque distribution ratio.

[0057] A third aspect of this application provides a vehicle including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the torque distribution method described above.

[0058] A fourth aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the torque distribution method described above.

[0059] The beneficial effects of this invention compared to the prior art are as follows: when the difference in slip ratio between the front and rear axles of a vehicle is greater than a preset difference, the torque of the front and rear axles of the vehicle is adjusted based on this slip ratio difference, thereby adjusting the torque of the front and rear axles of the vehicle. By detecting the difference in slip ratio between the front and rear axles, the torque of the front and rear axles of the vehicle can be adjusted in a timely manner when the vehicle slips, thereby maintaining vehicle stability. Attached Figure Description

[0060] Figure 1 A schematic diagram of a torque distribution system provided in an exemplary embodiment is shown;

[0061] Figure 2 A schematic diagram of a torque distribution system provided in an exemplary embodiment is shown;

[0062] Figure 3 A schematic flowchart of a torque distribution method provided in this application is shown;

[0063] Figure 4 A schematic flowchart of a torque distribution method provided in this application is shown;

[0064] Figure 5 A schematic diagram of the structure of a torque distribution device provided in this application is shown;

[0065] Figure 6 This is a schematic diagram of the structure of a device for torque distribution in a vehicle provided in an embodiment of the present invention. Detailed Implementation

[0066] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0067] 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 one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0068] The following is an explanation of the terms used in this application.

[0069] Slip ratio: When a tire applies traction or braking force, relative motion occurs between the tire and the ground. The slip ratio is the proportion of slippage in the wheel's motion.

[0070] Torque: The torque output from the crankshaft end of a vehicle engine, reflecting the vehicle's load capacity within a certain range.

[0071] Operating conditions: The working conditions of a vehicle during transportation. This can be classified according to the vehicle's motion, driver control method, or load conditions.

[0072] Driving data: Data indicating the status of various components during vehicle transportation and operation.

[0073] Please refer to Figure 1 The illustration shows a schematic diagram of a torque distribution system provided by an exemplary embodiment. The system includes a driving data acquisition module 10, a torque distribution module 20, and a torque adjustment module 30. This system can be applied to any terminal with vehicle control functions to achieve torque distribution to the vehicle. For example, the system can be integrated into the vehicle's control chip. Alternatively, the system can be installed on the vehicle's onboard terminal. In this embodiment, the implementation form of the system is not specifically limited.

[0074] It should be noted that the vehicle is equipped with at least multiple axles and multiple motors. For example, the vehicle may have two, three, or four motors. Accordingly, when the vehicle is equipped with two motors, one motor is installed on each of the front and rear axles. When the vehicle is equipped with three motors, one motor is installed on the front axle and two motors are installed on the rear axle. When the vehicle is equipped with four motors, two motors are installed on each of the front and rear axles. In the embodiments of this application, the specific configuration of the motors is not limited.

[0075] The driving data acquisition module 10 is used to acquire vehicle driving data and send it to the driving status detection module. This driving data represents the status of various components of the vehicle during transportation. In some embodiments, the driving data includes: tire radius, vehicle speed, wheel speed, tire load, front and rear axle slip ratio, vehicle mass, slope angle, center of gravity sideslip angle, coefficient of friction, accelerator pedal status, brake pedal status, gear status, etc. In some embodiments, the driving data acquisition module 10 includes multiple data acquisition units, each used to acquire different driving data. For example, the driving data acquisition module 10 includes a tire radius observation unit, which is used to acquire the vehicle's tire radius, etc.

[0076] The torque distribution module 20 is used to determine the torque distribution method between the front and rear axles based on the vehicle's driving conditions, and sends the torque distribution method to the torque adjustment module 30.

[0077] The torque adjustment module 30 is used to receive the torque distribution mode sent by the torque distribution module 20 and adjust the torque distribution mode based on preset conditions. Alternatively, the torque adjustment module 30 can also receive the torque sent by the balance control module 50 and adjust the torque distribution mode sent by the torque distribution module 20 based on the torque.

[0078] In some embodiments, see Figure 2 The system also includes a driving data monitoring module 40, which receives driving data sent by the driving data acquisition module 10, determines the vehicle's driving status based on the driving data, determines the vehicle's driving conditions based on the driving status, and sends the driving conditions to the torque distribution module 20. Correspondingly, the torque distribution module 20 also receives the vehicle's driving conditions sent by the driving data monitoring module 40 and determines the front-to-rear axle torque distribution ratio based on the driving conditions.

[0079] In some embodiments, please continue to see Figure 2 The system also includes a balance control module 50. This balance control module 50 is used to control the vehicle's balance. For example, the balance control module 50 can be a slip control module or an electronic stability control (ESC) module.

[0080] In this embodiment, when the difference in slip ratio between the front and rear axles of the vehicle exceeds a preset difference, the torque of the front and rear axles is adjusted based on this slip ratio difference, thereby adjusting the torque of the front and rear axles. By detecting the difference in slip ratio between the front and rear axles, the torque of the front and rear axles can be adjusted in a timely manner when the vehicle slips, thus maintaining vehicle stability.

[0081] Please refer to Figure 3 The diagram illustrates a flowchart of a torque distribution method provided in this application. By way of example and not limitation, this method is applied to a vehicle equipped with the aforementioned torque distribution system.

[0082] S301, the vehicle acquires a first slip ratio and a second slip ratio, the first slip ratio being the slip ratio of the front axle of the vehicle and the second slip ratio being the slip ratio of the rear axle of the vehicle.

[0083] The first slip ratio and the second slip ratio can be determined by the slip ratio detection modules of the front and rear axles, respectively. The vehicle determines the difference between the first slip ratio and the second slip ratio. If the difference is not greater than a preset difference, the vehicle continues to drive based on the current torque of the front and rear axles. If the difference is greater than the preset difference, step S302 is executed.

[0084] It should be noted that before this solution is implemented, it is necessary to monitor whether the execution conditions are met. This solution is executed if the vehicle slip control module is not activated, the electronic stability control system is not activated, and the front axle is not disengaged. Accordingly, the vehicle determines that its slip control module is not activated. This slip control module is used to detect whether the vehicle is slipping. The slip control module is activated when the first slip rate or the second slip rate is greater than the preset slip rate. The vehicle also determines that its electronic stability control system is not activated. This electronic stability control system is used to assist the driver in controlling the vehicle. Finally, the vehicle's front axle is determined to be in a connected state. If the above three conditions are met, step S302 is executed.

[0085] Another point to note is that if the slip control module or the electronic stability control system is activated, the vehicle will receive the target torque sent by the activation of the slip control module or the electronic stability control system. Then, based on the target torque, the vehicle adjusts the torque of the front and rear axles. This process can be as follows: if the target torque corresponding to at least one axle of the vehicle is received, the vehicle adjusts the torque distribution ratio based on the target torque corresponding to the at least one axle. The adjusted torque distribution ratio is the distribution ratio for the axles of the vehicle that have not received the target torque. Based on the target torque corresponding to the at least one axle and the adjusted torque distribution ratio, torque is distributed to the front and rear axles of the vehicle.

[0086] In this embodiment, when the vehicle receives the target torque, it adjusts the torque of the front and rear axles of the vehicle using the target torque, thereby ensuring the stability of the vehicle when the slip control module is activated or the electronic stability control system is activated.

[0087] S302, if the difference between the first slip ratio and the second slip ratio is greater than a preset difference, the vehicle determines the torque adjustment coefficient based on the slip ratio difference.

[0088] The torque adjustment factor includes the torque adjustment factor for the front axle and the torque adjustment factor for the rear axle. In some embodiments, the sum of the torque adjustment factors for the front axle and the rear axle is 1. That is, if the torque adjustment factor for the front axle is 'a', then the torque adjustment factor for the rear axle is 1-a.

[0089] The slip ratio difference is the difference between the first slip ratio and the second slip ratio, i.e., Δk = k r -k f Where Δk represents the slip ratio difference, k r k represents the first slip ratio. f This represents the second slip ratio.

[0090] In some embodiments, the vehicle determines the torque adjustment coefficient corresponding to the slip ratio difference based on a PID control method. This process is implemented through the following steps S3021-S3024, including:

[0091] S3021, Vehicle target proportion parameters are determined.

[0092] This target proportional parameter is used to amplify the slip ratio difference when determining the torque adjustment coefficient. This target proportional parameter can be set as needed; however, in this embodiment, it is not specifically limited. For example, the target proportional parameter can be any value from 1 to 10.

[0093] S3022, Vehicle determines target integral parameters.

[0094] This target integral parameter is used to stabilize the process of determining the torque adjustment coefficient. This target integral parameter is the coefficient of the integral term when determining the torque adjustment coefficient based on the PID control method. This target integral parameter can be set as needed; in this embodiment, no specific limitation is made to this target integral parameter. For example, the target integral parameter can be 0.8, 1, or 1.2, etc.

[0095] S3023, the vehicle determines the sign parameter based on the slip ratio difference.

[0096] This sign parameter determines the sign of the torque adjustment coefficient. The sign indicates whether the torque adjustment coefficient is positive or negative. For example, the sign parameter can be 1 or -1.

[0097] In some embodiments, the sign parameter is determined based on the slip ratio difference and the historical slip ratio difference at the previous moment. If the slip ratio difference is greater than a first preset threshold and the historical sign parameter is 0, then the sign parameter is determined to be a first value; if the slip ratio difference is less than a second preset threshold and the historical sign parameter is 0, then the sign parameter is determined to be a second value, where the second preset threshold is the opposite of the first preset threshold, and the first preset threshold is greater than the second preset threshold. The sign parameter can be determined using the following formula.

[0098] Formula 1:

[0099] Among them, w Δk The parameters are: Δk represents the slip ratio difference, -Δk represents the second preset threshold, and k th .en represents the first preset threshold, w iΔk The historical symbol parameter is 0. When the historical symbol parameter is 0, it means that the absolute value of the historical slip rate difference corresponding to that historical moment is less than the first preset threshold.

[0100] S3024, the vehicle determines the torque adjustment coefficient based on the target proportional parameter, the target integral parameter, the sign parameter, and the slip ratio difference.

[0101] The vehicle integrates the slip ratio difference using the PID control method, see Formula 2.

[0102] Formula 2: Pred=w Δk w en (k p |Δk|+k i ∫|Δk|dt)

[0103] Where Pred represents the torque adjustment coefficient, w Δk w represents the symbolic parameter. en Indicates the preset parameter, k p This represents the target proportional parameter, Δk represents the slip ratio difference, and k i This represents the target integration parameter.

[0104] S303, the vehicle distributes torque between the front and rear axles based on this torque adjustment coefficient.

[0105] Based on the torque adjustment coefficient, the vehicle adjusts the torque distribution ratio between the front and rear axles, and then redistributes the torque requested by the driver based on the adjusted torque distribution ratio. This process can be achieved through the following steps S3031-S3033, including:

[0106] S3031, the vehicle determines its current front axle torque percentage and rear axle torque percentage respectively.

[0107] The vehicle's current front axle torque ratio and rear axle torque ratio can be determined based on the vehicle's driving conditions. Accordingly, prior to this step, the vehicle determines and records its front axle torque ratio and rear axle torque ratio based on the driving conditions. In this step, the vehicle retrieves the recorded front axle torque ratio and rear axle torque ratio.

[0108] S3032, the vehicle determines the sum of the front axle torque percentage and the front axle torque adjustment coefficient in the torque adjustment coefficient to obtain the new front axle torque percentage.

[0109] The torque adjustment coefficient includes the torque adjustment coefficient for the front axle and the torque adjustment coefficient for the rear axle. In this step, the vehicle determines the torque adjustment coefficient for the front axle within this torque adjustment coefficient, determines the sum of the torque adjustment coefficient for the front axle and the torque percentage of the front axle, and obtains a new torque percentage for the front axle through a downgrade mode.

[0110] The S3033 vehicle determines the rear axle torque percentage and the rear axle torque adjustment coefficient in the torque adjustment coefficient to obtain the new rear axle torque percentage.

[0111] This step is based on the same principle as step S3032, and will not be repeated here.

[0112] S3034, the vehicle distributes torque between the front and rear axles based on the new torque ratio of the front axle and the new torque ratio of the rear axle.

[0113] The vehicle redistributes the driver's requested torque based on the new torque distribution ratios of the front and rear axles, resulting in the redistributed torque requirements for both axles. Specifically, the front axle torque requirement = new front axle torque distribution * driver's requested torque / front axle gear ratio; the rear axle torque requirement = new rear axle torque distribution * driver's requested torque / rear axle gear ratio. The sum of the new front and rear axle torque distribution ratios is 1.

[0114] In this embodiment, when the difference in slip ratio between the front and rear axles of the vehicle exceeds a preset difference, the torque of the front and rear axles is adjusted based on this slip ratio difference, thereby adjusting the torque of the front and rear axles. By detecting the difference in slip ratio between the front and rear axles, the torque of the front and rear axles can be adjusted in a timely manner when the vehicle slips, thus maintaining vehicle stability.

[0115] For different driving conditions, the vehicle determines the front-to-rear torque distribution ratio based on different torque distribution methods. Please refer to [reference needed]. Figure 4 The diagram illustrates a flowchart of a torque distribution method provided in this application. By way of example and not limitation, this method is applied to a vehicle equipped with the aforementioned torque distribution system.

[0116] S401, the vehicle acquires its driving data.

[0117] During transportation, the vehicle acquires real-time driving data. In some embodiments, this driving data includes: tire radius, vehicle speed, wheel speed, tire load, slip ratio, vehicle mass, slope angle, sideslip angle, coefficient of friction, accelerator pedal status, brake pedal status, gear status, etc. The vehicle uses different data acquisition units to obtain different driving data. For example, the vehicle uses a tire radius observation unit to obtain the tire radius, etc.

[0118] S402, the vehicle determines its driving conditions based on the driving data.

[0119] The vehicle assessment system determines the vehicle's operating conditions, identifies the appropriate torque distribution method based on these conditions, then determines the necessary data for this torque distribution method, and finally, based on this data, determines the torque distribution ratio between the front and rear axles. (See also...) Figure 4The process of determining the vehicle's operating conditions is achieved through the following steps S4021-S4022:

[0120] S4021, the vehicle determines its driving status based on this driving data.

[0121] The vehicle determines its driving status indication information based on this driving data, and then determines its driving status based on this driving status indication information. This driving status indication information is used to determine the vehicle's driving status. For example, this driving status indication information includes: longitudinal acceleration, lateral acceleration, brake pedal indicator, D gear indicator, coefficient of friction, R gear indicator, positive and negative indicators of driver input torque, and creep indicator, etc.

[0122] It should be noted that this driving status indication information is read directly from driving data, such as the vehicle's brake pedal indicator, D gear indicator, coefficient of friction, R gear indicator, positive / negative indicator for driver input torque, or creep indicator. This driving status indication information can also be calculated from the directly read driving data, such as longitudinal acceleration or lateral acceleration.

[0123] It should be noted that when calculating driving status indication information based on driving data, the driving data can be corrected, and the corresponding driving status indication information can be determined based on the corrected driving data. For example, when determining the longitudinal acceleration based on the longitudinal driving force F and the vehicle weight m, the longitudinal driving force F and the vehicle weight m can be corrected, and then, according to F=ma, the longitudinal acceleration a can be determined using the corrected longitudinal driving force F and the corrected vehicle weight m. The longitudinal driving force F is determined based on the tire radius and torque, and is corrected for wind resistance, rolling resistance, and slope resistance; the vehicle weight m is corrected for using the rotating mass of the motor.

[0124] This driving status refers to the vehicle's direction of travel, speed, and other conditions. For example, driving status includes steady-state straight-line driving, straight-line acceleration driving, straight-line braking driving, sudden turning driving, acceleration turning driving, reverse gear driving, reverse gear braking, D-gear creeping driving, creeping braking driving, and launch control driving. Different driving statuses are determined based on different driving data categories.

[0125] Different driving states can be determined by different driving state indication information. For example, if the longitudinal acceleration is within a first preset range, and the brake pedal indicator shows that the brake pedal is not depressed, and the lateral acceleration is within a second preset range, and the D gear indicator shows that the vehicle is in D gear, then the vehicle is determined to be in a steady-state straight-line driving state. The first and second preset ranges can be set as needed; in this embodiment, the first and second preset ranges are not specifically limited. For example, the first preset range is 0 to 2μ, and the second preset range is 0 to 4μ. μ represents the vehicle's current coefficient of friction. The D gear indicator can be set as needed. For example, the D gear indicator can be set as follows: a D gear indicator of 0 indicates that the vehicle is not in D gear, and a D gear indicator of 1 indicates that the vehicle is in D gear. The brake pedal indicator can also be set as needed. For example, the brake pedal indicator can be set as follows: a brake pedal indicator of 0 indicates that the brake pedal is not depressed, and a brake pedal indicator of 1 indicates that the brake pedal is depressed.

[0126] If the R gear indicator shows the vehicle is in reverse gear, and the driver's input torque indicator shows a negative torque, then the vehicle is confirmed to be in reverse gear. The R gear indicator can be configured as needed. For example, the R gear indicator can be set as follows: 0 indicates the vehicle is not in reverse gear, and 1 indicates the vehicle is in reverse gear. Similarly, the driver's input torque indicator can be configured as needed. For example, 0 indicates negative torque, and 1 indicates positive torque.

[0127] If the creep indicator shows the vehicle is in creep mode, the D gear indicator shows the vehicle is in D gear, the driver input torque indicator shows the current torque is positive, and the accelerator pedal indicator shows the accelerator pedal is not depressed, then the vehicle is confirmed to be in D gear creep mode. The preset vehicle speed can be set as needed; in this embodiment, the preset speed is not specifically limited. For example, the preset speed is 4 meters per second. The creep indicator can be set as needed. For example, a creep indicator value of 0 indicates the vehicle is not in creep mode, while a creep indicator value of 1 indicates the vehicle is in creep mode.

[0128] If the lateral acceleration is within the third preset range, the vehicle speed is within the fourth preset range, the reverse (R) gear indicator shows the vehicle is not in reverse, and the longitudinal acceleration is within the fifth preset range, the vehicle is determined to be in a sudden turning motion. The third, fourth, and fifth preset ranges can all be set as needed. For example, the third preset range can be 2μ to 4μ, the fourth preset range can be greater than 3 km / h, and the fifth preset range can be greater than 2μ. Here, μ represents the vehicle's current coefficient of friction.

[0129] If the longitudinal acceleration is within the sixth preset range, the lateral acceleration is within the seventh preset range, the R gear indicator shows the vehicle is not in reverse gear, and the driver's input torque indicator shows the current torque is positive, then the vehicle is determined to be in an acceleration-turning state. The sixth and seventh preset ranges can be set as needed. For example, the sixth preset range can be greater than 0μ, and the seventh preset range can be greater than 4μ. μ represents the vehicle's current coefficient of friction.

[0130] If the longitudinal acceleration is within the eighth preset range, and the brake pedal indicator shows that the brake pedal is not depressed, and the lateral acceleration is within the ninth preset range, then the vehicle is determined to be in a straight-line acceleration state. The eighth and ninth preset ranges can be set as needed; in this embodiment, the eighth and ninth preset ranges are not specifically limited. For example, the eighth preset range can be greater than 2μ, and the ninth preset range can be greater than 0 and less than 2μ, where μ represents the vehicle's current coefficient of friction.

[0131] If the brake pedal indicator shows that the brake pedal is depressed, or if the direction of the target longitudinal acceleration is opposite to the vehicle's direction of travel, the vehicle is determined to be in a straight-line braking state.

[0132] If the positive and negative flags of the driver input torque indicate that the current torque of the vehicle is positive, the R gear flag indicates that the vehicle is in reverse gear, and the brake pedal flag indicates that the brake pedal is pressed, then the vehicle is confirmed to be in reverse gear braking mode.

[0133] If the creep indicator shows the vehicle is in creep mode, the D gear indicator shows the vehicle is in D gear, the driver input torque indicator shows the current torque is positive, the accelerator pedal indicator shows the accelerator is not depressed, the vehicle speed is less than a preset speed, and the brake pedal indicator shows the brake pedal is depressed, then the vehicle is confirmed to be in creep braking mode. The preset speed can be set as needed; in this embodiment, it is not specifically limited. For example, the preset speed could be 4 meters per second.

[0134] If the accelerator pedal indicator shows that the accelerator pedal is depressed, and the brake pedal indicator shows that the brake pedal is depressed, and the creep indicator shows that the vehicle is not in a creeping state, then the vehicle is confirmed to be in launch control mode.

[0135] It should be noted that the above process for determining the vehicle's driving status is an exemplary embodiment. The driving data monitoring module can also determine the vehicle's driving status through other driving status indicators, but this embodiment does not specifically limit this.

[0136] S4022, the vehicle determines the corresponding driving condition based on the correspondence between driving status and driving conditions.

[0137] Driving conditions refer to the working conditions of a vehicle during transportation. These driving conditions can be classified according to the vehicle's motion, driver control method, or load conditions. In the embodiments of this application, the types and number of driving conditions can be set as needed, and no specific limitation is made on the types and number of driving conditions. For example, if the driving conditions can be classified according to the vehicle's motion, then the driving conditions include longitudinal economic driving conditions, straight-line acceleration driving conditions, braking driving conditions, and turning driving conditions.

[0138] In some embodiments, the vehicle stores a correspondence between its driving states and driving conditions. Accordingly, the vehicle determines the driving condition corresponding to its driving state based on this correspondence. The relationship between the driving states and driving conditions can be many-to-one. For example, driving conditions include longitudinal economic driving conditions, straight-line acceleration driving conditions, braking driving conditions, and turning driving conditions. Longitudinal economic driving conditions include: steady-state straight-line driving state, reverse gear driving state, and D-gear creeping state; straight-line acceleration driving conditions include: straight-line acceleration state; braking driving conditions include: straight-line braking driving state, reverse gear braking driving state, creeping braking driving state, and launch control driving state; turning conditions include: sudden turning state and accelerated turning driving state.

[0139] In this embodiment of the application, the driving status of the vehicle is determined by driving data, and then the driving condition of the vehicle is determined from the correspondence between the driving status and the driving condition, thereby improving the accuracy of determining the driving condition of the vehicle.

[0140] S403, the vehicle determines the torque distribution ratio between the front and rear axles of the vehicle based on the driving conditions.

[0141] In this step, the vehicle determines the torque distribution ratio between the front and rear axles based on different driving conditions. For example, if the driving condition is a straight-line acceleration condition, the vehicle's tire load is determined; based on the vehicle's tire load, the torque distribution ratio between the front and rear axles is determined. If the driving condition is a longitudinal economy condition or a braking condition, the vehicle's motor speed and the driver's requested torque are determined; based on the vehicle's motor speed and the driver's requested torque, the torque distribution ratio between the front and rear axles is determined. If the driving condition is a cornering condition, the vehicle's speed, sideslip angle, and lateral acceleration are determined; based on the vehicle's speed, sideslip angle, and lateral acceleration, the torque distribution ratio between the front and rear axles is determined.

[0142] S404, obtain a first slip ratio and a second slip ratio of the vehicle, the first slip ratio being the slip ratio of the front axle of the vehicle, and the second slip ratio being the slip ratio of the rear axle of the vehicle.

[0143] This step is based on the same principle as step S301, and will not be repeated here.

[0144] S405, if the difference between the first slip ratio and the second slip ratio is not greater than a preset difference, torque is distributed between the front and rear axles of the vehicle based on the torque distribution ratio.

[0145] This step is based on the same principle as step S303, and will not be repeated here.

[0146] S406, if the difference between the first slip ratio and the second slip ratio is greater than a preset difference, a torque adjustment coefficient is determined based on the slip ratio difference.

[0147] This step is based on the same principle as step S302, and will not be repeated here.

[0148] S407, based on this torque adjustment coefficient, distributes torque between the front and rear axles of the vehicle.

[0149] This step is based on the same principle as step S303, and will not be repeated here.

[0150] In this embodiment, when the difference in slip ratio between the front and rear axles of the vehicle exceeds a preset difference, the torque of the front and rear axles is adjusted based on this slip ratio difference, thereby adjusting the torque of the front and rear axles. By detecting the difference in slip ratio between the front and rear axles, the torque of the front and rear axles can be adjusted in a timely manner when the vehicle slips, thus maintaining vehicle stability.

[0151] See Figure 5 The diagram illustrates a structural schematic of a torque distribution device provided in this application, including various units used to perform the steps in the above embodiments. See also... Figure 5The torque distribution device includes:

[0152] The first acquisition unit 501 is used to acquire a first slip ratio and a second slip ratio of the vehicle, wherein the first slip ratio is the slip ratio of the front axle of the vehicle and the second slip ratio is the slip ratio of the rear axle of the vehicle.

[0153] The first determining unit 502 is used to determine a torque adjustment coefficient based on the slip ratio difference when the slip ratio difference between the first slip ratio and the second slip ratio is greater than a preset difference.

[0154] The torque distribution unit 503 is used to distribute torque between the front and rear axles of the vehicle based on the torque adjustment coefficient.

[0155] In some embodiments, the first determining unit 502 is configured to: determine a target proportional parameter, which amplifies the slip ratio difference when determining the torque adjustment coefficient; determine a target integral parameter, which stabilizes the process of determining the torque adjustment coefficient; determine a sign parameter based on the slip ratio difference, which determines the numerical sign of the torque adjustment coefficient; and determine the torque adjustment coefficient based on the target proportional parameter, the target integral parameter, the sign parameter, and the slip ratio difference.

[0156] In some embodiments, the first determining unit 502 is configured to determine the sign parameter as a first value if the slip ratio difference is greater than a first preset threshold and the historical sign parameter is 0; and to determine the sign parameter as a second value if the slip ratio difference is less than a second preset threshold and the historical sign parameter is 0, wherein the second preset threshold is the opposite of the first preset threshold and the first preset threshold is greater than the second preset threshold.

[0157] In some embodiments, the torque distribution unit 503 is configured to: determine the current front axle torque ratio and rear axle torque ratio of the vehicle; determine the sum of the front axle torque ratio and the torque adjustment coefficient of the front axle in the torque adjustment coefficient to obtain a new torque ratio of the front axle; and determine the rear axle torque ratio and the torque adjustment coefficient of the rear axle in the torque adjustment coefficient to obtain a new torque ratio of the rear axle; and perform torque distribution on the front and rear axles based on the new torque ratio of the front axle and the new torque ratio of the rear axle.

[0158] In some embodiments, the device further includes:

[0159] The second determining unit is used to determine that the vehicle's slip control module is not activated. The slip control module is used to detect whether the vehicle is slipping. The slip control module is activated when the first slip rate or the second slip rate is greater than the preset slip rate.

[0160] The third determining unit is used to determine that the vehicle's electronic stability control system is not activated. The electronic stability control system is used to assist the driver in controlling the vehicle.

[0161] The fourth determining unit is used to determine that the front axle of the vehicle is in a connected state.

[0162] In some embodiments, the device further includes:

[0163] The second acquisition unit is used to acquire vehicle driving data;

[0164] The fifth determining unit is used to determine the driving conditions of the vehicle based on the driving data;

[0165] The sixth determining unit is used to determine the torque distribution ratio between the front and rear axles of the vehicle based on the driving conditions.

[0166] The torque distribution unit 503 is also used to distribute torque between the front and rear axles of the vehicle based on the torque distribution ratio, provided that the difference between the slip ratios between the first slip ratio and the second slip ratio is not greater than a preset difference.

[0167] In some embodiments, the sixth determining unit is configured to: determine the tire load of the vehicle if the driving condition is a straight-line acceleration condition; determine the torque distribution ratio of the front and rear axles of the vehicle based on the tire load; determine the motor speed and driver-requested torque of the vehicle if the driving condition is a longitudinal economy condition or a braking driving condition; determine the torque distribution ratio of the front and rear axles of the vehicle based on the motor speed and driver-requested torque; determine the vehicle speed, sideslip angle, and lateral acceleration of the vehicle if the driving condition is a cornering condition; and determine the torque distribution ratio of the front and rear axles of the vehicle based on the vehicle speed, sideslip angle, and lateral acceleration.

[0168] In some embodiments, the device further includes:

[0169] An adjustment unit is configured to, if a target torque is received from at least one axle of the vehicle, adjust the torque distribution ratio based on the target torque corresponding to the at least one axle, wherein the adjusted torque distribution ratio is the distribution ratio for the axles of the vehicle that have not received the target torque.

[0170] The torque distribution unit 503 is also used to distribute torque between the front and rear axles of the vehicle based on the target torque corresponding to the at least one axle and the adjusted torque distribution ratio.

[0171] In this embodiment, when the difference in slip ratio between the front and rear axles of the vehicle exceeds a preset difference, the torque of the front and rear axles is adjusted based on this slip ratio difference, thereby adjusting the torque of the front and rear axles. By detecting the difference in slip ratio between the front and rear axles, the torque of the front and rear axles can be adjusted in a timely manner when the vehicle slips, thus maintaining vehicle stability.

[0172] Figure 6 This is a schematic diagram of a torque distribution device for a vehicle according to an embodiment of this application. Figure 6 As shown, the device 6 for torque distribution in the vehicle of this embodiment includes: a processor 60, a memory 61, and a computer program 62, such as a torque distribution program, stored in the memory 61 and executable on the processor 60. When the processor 60 executes the computer program 62, it implements the steps in the various torque distribution method embodiments described above, for example... Figure 3 Steps 301 to 303 are shown. Alternatively, when the processor 60 executes the computer program 62, it implements the functions of each module / unit in the above-described device embodiments, for example... Figure 5 The functions of modules 501 to 503 are shown.

[0173] For example, the computer program 62 can be divided into one or more modules / units, which are stored in the memory 61 and executed by the processor 60 to complete this application. The one or more modules / units can be a series of computer program instruction segments capable of performing specific functions, which describe the execution process of the computer program 62 in the torque distribution device 6 of the vehicle. For example, the computer program 62 can be divided into a first acquisition unit, a first determination unit, and a torque distribution unit, with the specific functions of each module as follows:

[0174] The first acquisition unit 501 is used to acquire a first slip ratio and a second slip ratio of the vehicle, wherein the first slip ratio is the slip ratio of the front axle of the vehicle and the second slip ratio is the slip ratio of the rear axle of the vehicle.

[0175] The first determining unit 502 is used to determine a torque adjustment coefficient based on the slip ratio difference when the slip ratio difference between the first slip ratio and the second slip ratio is greater than a preset difference.

[0176] The torque distribution unit 503 is used to distribute torque between the front and rear axles of the vehicle based on the torque adjustment coefficient.

[0177] The device 6 for torque distribution in the vehicle can be a computing device such as an in-vehicle terminal, a handheld computer, or a cloud server. This device may include, but is not limited to, a processor 60 and a memory 61. Those skilled in the art will understand that... Figure 6 This is merely an example of a device 6 for torque distribution in a vehicle and does not constitute a limitation on the device 6 for torque distribution in that vehicle. It may include more or fewer components than shown, or combine certain components, or different components. For example, the device for torque distribution in that vehicle may also include input / output devices, network access devices, buses, etc.

[0178] The processor 60 may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor.

[0179] The memory 61 can be an internal storage unit of the terminal device 6, such as a hard disk or RAM of the terminal device 6. The memory 61 can also be an external storage device of the terminal device 6, such as a plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card, or Flash Card equipped on the terminal device 6. Furthermore, the memory 61 can include both internal and external storage units of the terminal device 6. The memory 61 is used to store the computer program and other programs and data required by the terminal device. The memory 61 can also be used to temporarily store data that has been output or will be output.

[0180] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0181] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0182] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0183] In the embodiments provided in this application, it should be understood that the disclosed devices / terminal equipment and methods can be implemented in other ways. For example, the device / terminal equipment embodiments described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling or direct coupling or communication connection may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0184] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0185] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0186] If the integrated module / unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, recording media, USB flash drives, portable hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc. It should be noted that the content included in the computer-readable medium can be appropriately added or removed according to the requirements of legislation and patent practice in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practice, computer-readable media do not include electrical carrier signals and telecommunication signals.

[0187] This application also provides a terminal, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps described in the various method embodiments above.

[0188] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps described in the above method embodiments.

[0189] This application also provides a computer program product that, when run on a mobile terminal, enables the mobile terminal to implement the steps described in the various method embodiments above.

[0190] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A torque distribution method, characterized in that, The method includes: Obtain a first slip ratio and a second slip ratio of the vehicle, wherein the first slip ratio is the slip ratio of the front axle of the vehicle, and the second slip ratio is the slip ratio of the rear axle of the vehicle; If the difference between the first slip ratio and the second slip ratio is greater than a preset difference, a target proportional parameter is determined. The target proportional parameter is used to amplify the slip ratio difference when determining the torque adjustment coefficient. Determine the target integral parameter, which is used to stabilize the process of determining the torque adjustment coefficient; If the slip ratio difference is greater than the first preset threshold and the historical sign parameter is 0, then the sign parameter is determined to be the first value; If the slip ratio difference is less than the second preset threshold and the historical sign parameter is 0, then the sign parameter is determined to be a second value. The second preset threshold is the opposite of the first preset threshold, and the first preset threshold is greater than the second preset threshold. The sign parameter is used to determine the numerical sign of the torque adjustment coefficient. The sign parameter is determined based on the slip ratio difference and the historical slip ratio difference at the previous moment. The torque adjustment coefficient is determined based on the target proportional parameter, the target integral parameter, the sign parameter, and the slip ratio difference. Based on the torque adjustment coefficient, torque is distributed between the front and rear axles of the vehicle.

2. The method as described in claim 1, characterized in that, The torque distribution between the front and rear axles of the vehicle based on the torque adjustment coefficient includes: Determine the current front axle torque percentage and rear axle torque percentage of the vehicle, respectively; The sum of the front axle torque percentage and the torque adjustment coefficient of the front axle in the torque adjustment coefficient is determined to obtain a new torque percentage of the front axle; and the sum of the rear axle torque percentage and the torque adjustment coefficient of the rear axle in the torque adjustment coefficient is determined to obtain a new torque percentage of the rear axle. Based on the new torque ratio of the front axle and the new torque ratio of the rear axle, torque is distributed between the front and rear axles.

3. The method as described in claim 1, characterized in that, Before obtaining the first slip ratio and the second slip ratio of the vehicle, the method further includes: It is determined that the vehicle's slip control module is not activated. The slip control module is used to detect whether the vehicle is slipping. The slip control module is activated when the first slip rate or the second slip rate is greater than a preset slip rate. It is determined that the vehicle's electronic stability control system is not activated; the electronic stability control system is used to assist the driver in controlling the vehicle. It is determined that the front axle of the vehicle is in a connected state.

4. The method as described in claim 1, characterized in that, The method further includes: Obtain vehicle driving data; Based on the driving data, the driving conditions of the vehicle are determined; Based on the driving conditions, determine the torque distribution ratio between the front and rear axles of the vehicle; If the difference between the first slip ratio and the second slip ratio is not greater than a preset difference, torque is distributed between the front and rear axles of the vehicle based on the torque distribution ratio.

5. The method as described in claim 4, characterized in that, Determining the torque distribution ratio between the front and rear axles of the vehicle based on the driving conditions includes: If the driving condition is a straight-line acceleration condition, determine the tire load of the vehicle; based on the tire load of the vehicle, determine the torque distribution ratio between the front and rear axles of the vehicle. If the driving condition is a longitudinal economic condition or a braking driving condition, determine the vehicle's motor speed and the driver's requested torque; based on the vehicle's motor speed and the driver's requested torque, determine the torque distribution ratio between the front and rear axles of the vehicle. If the driving condition is a turning condition, determine the vehicle speed, center of gravity sideslip angle, and lateral acceleration; based on the vehicle speed, center of gravity sideslip angle, and lateral acceleration, determine the torque distribution ratio between the front and rear axles of the vehicle.

6. The method as described in claim 1, characterized in that, The method further includes: If a target torque is received for at least one axle of the vehicle, the torque distribution ratio is adjusted based on the target torque for the at least one axle. The adjusted torque distribution ratio is the distribution ratio for the axles of the vehicle that have not received the target torque. Based on the target torque corresponding to the at least one axle and the adjusted torque distribution ratio, torque is distributed between the front and rear axles of the vehicle.

7. A vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the torque distribution method as described in any one of claims 1 to 6.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the torque distribution method as described in any one of claims 1 to 6.

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