Vehicle control method and device, computer readable storage medium and vehicle

Abstract

The application provides a vehicle control method and device, a computer readable storage medium and a vehicle. The vehicle is independently driven by multiple wheels. The method comprises the following steps: determining the slip state of each wheel in the multiple wheels. Determining the initial planned torque reduction value corresponding to each wheel in the multiple wheels in the slip state and the initial transferable torque value corresponding to each wheel in the multiple wheels in the non-slip state. Re-distributing the torque of the multiple wheels according to the initial torque value corresponding to each wheel in the multiple wheels, the initial planned torque reduction value corresponding to each wheel in the multiple wheels in the slip state and the initial transferable torque value corresponding to each wheel in the multiple wheels in the non-slip state. By using the above method, the stability and passability of the vehicle can be improved, the adjustment accuracy of the torque can be improved, the path of the torque transmission can be reduced, the delay time of the torque response can be reduced, and the user experience can be improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a vehicle control method and apparatus, a computer-readable storage medium, and a vehicle. Background Technology

[0002] With the development of the automotive industry and the economy, the use of automobiles is becoming increasingly widespread. When a car is driving under certain conditions, such as off-road conditions, the wheels are very likely to slip. After the wheels slip, the driving torque of the vehicle is limited, and it is impossible to guarantee the power requirements of the vehicle at the same time. This will affect the stability and passability of the vehicle during driving.

[0003] Therefore, how to improve vehicle stability and passability by properly distributing torque after wheel slippage has become an urgent problem to be solved. Summary of the Invention

[0004] This application provides a vehicle control method and related equipment. After determining the slip state of each wheel among multiple wheels, the power domain controller redistributes the torque value of each wheel among multiple wheels. By controlling the torque of multiple wheels individually, wheel slippage is suppressed, thereby improving the adjustment accuracy of wheel torque, improving vehicle stability and passability, and enhancing the user experience.

[0005] In a first aspect, embodiments of the present invention provide a vehicle control method, wherein multiple wheels of the vehicle are independently driven. The method includes: determining the slip state of each of the multiple wheels, wherein the slip state includes a slipping state or a non-slipping state; determining an initial planned torque reduction value corresponding to each wheel in the slipping state and an initial transferable torque value corresponding to each wheel in the non-slipping state, wherein the initial planned torque reduction value is a torque value lower than the initial torque value, and the initial transferable torque value is a transferable torque value that can be tolerated based on the initial torque value; and redistributing torque to each wheel based on the initial torque values ​​corresponding to each of the multiple wheels, the initial planned torque reduction values ​​corresponding to each wheel in the slipping state, and the initial transferable torque values ​​corresponding to each wheel in the non-slipping state, to transfer part or all of the initial planned torque reduction value of the wheel in the slipping state to the wheel in the non-slipping state.

[0006] In this embodiment, the power domain controller can first distribute torque to multiple wheels based on their respective initial torque values. After determining the slip state of each wheel, it determines the initial planned torque reduction value for the slipping wheels and the initial transferable torque value for the non-slipping wheels, and then further distributes torque to each wheel again. Using this method, when a wheel is slipping, the redistribution of torque values ​​across multiple wheels suppresses slippage, improves vehicle stability and passability, and enhances the user experience. Simultaneously, by independently driving multiple wheels, individual torque control is achieved, improving the accuracy of wheel torque adjustment, reducing the torque transmission path, and lowering torque response delay time.

[0007] In conjunction with the first aspect, in one feasible implementation, the step of redistributing torque to the plurality of wheels based on the initial torque values ​​corresponding to the plurality of wheels, the initial planned torque reduction values ​​corresponding to the wheels in a slipping state, and the initial transferable torque values ​​corresponding to the wheels in a non-slipping state includes: determining the target torque values ​​corresponding to the plurality of wheels based on the initial torque values ​​corresponding to the plurality of wheels, the initial planned torque reduction values ​​corresponding to the wheels in a slipping state, and the initial transferable torque values ​​corresponding to the wheels in a non-slipping state; and redistributing torque to the plurality of wheels based on the target torque values ​​corresponding to the plurality of wheels.

[0008] In conjunction with the first aspect, in one feasible implementation, if a first wheel among the plurality of wheels is in a slipping state while the other wheels are in a non-slipping state, where the first wheel is one of the plurality of wheels and the other wheels are all wheels other than the first wheel, determining the target torque value corresponding to each of the plurality of wheels based on the initial torque value corresponding to each of the plurality of wheels, the initial planned torque reduction value corresponding to each of the slipping wheels, and the initial transferable torque value corresponding to each of the non-slipping wheels includes: determining the target torque value corresponding to each of the plurality of wheels according to a first allocation method, based on the initial torque value corresponding to each of the plurality of wheels, the initial planned torque reduction value corresponding to the first wheel, and the initial transferable torque value corresponding to each of the other wheels. The first allocation method instructs that the initial planned torque reduction value of the first wheel be transferred to the non-slipping wheels among the plurality of wheels in the following order: the wheel on the same side of the opposite axle of the first wheel, the wheel on the opposite side of the opposite axle of the first wheel, and the wheel on the opposite side of the same axle of the first wheel.

[0009] In conjunction with the first aspect, in one feasible implementation, the vehicle comprises four wheels, at least two of which are in a slipping state, and the other four wheels are in a non-slipping state. Determining the target torque value corresponding to each of the plurality of wheels based on the initial torque value corresponding to each of the plurality of wheels, the initial planned torque reduction value corresponding to each of the slipping wheels, and the initial transferable torque value corresponding to each of the non-slipping wheels includes: determining the target torque value corresponding to each of the four wheels based on the initial torque value corresponding to each of the four wheels, the planned torque reduction value of the currently processed wheel, and the initial transferable torque value of the other wheels, according to the torque transfer order of the at least two wheels and a first allocation method. The torque transfer order indicates the processing order for torque transfer to the slipping wheels, and the torque transfer order includes the order of left front wheel, right front wheel, left rear wheel, and right rear wheel. The first allocation method indicates that the initial planned torque reduction value of the currently processed wheel is transferred to the non-slipping wheels among the four wheels in the following order: the opposite-axle same-side wheel of the currently processed wheel, the opposite-axle opposite-side wheel of the currently processed wheel, and the same-axle opposite-side wheel of the currently processed wheel, wherein the currently processed wheel is the wheel in which torque transfer is performed in the current round.

[0010] In conjunction with the first aspect, in one feasible implementation, the second and third wheels of the four wheels are in a slipping state, and the second and third wheels are any two of the four wheels. Determining the target torque value for each of the multiple wheels based on the initial torque values ​​corresponding to the multiple wheels, the initial planned torque reduction values ​​corresponding to the slipping wheels, and the initial transferable torque values ​​corresponding to the non-slipping wheels includes: when the torque transfer order of the second wheel precedes that of the third wheel, determining the intermediate torque value for each of the four wheels according to the first allocation method, based on the initial torque values ​​corresponding to the four wheels, the initial planned torque reduction value corresponding to the second wheel, and the initial transferable torque values ​​corresponding to the other wheels. After determining the intermediate torque values ​​for each of the multiple wheels, determining the target torque value for each of the four wheels according to the first allocation method, based on the intermediate torque values ​​corresponding to the four wheels, the initial planned torque reduction value corresponding to the third wheel, and the current transferable torque values ​​corresponding to the other wheels, where the current transferable torque value is the difference between the maximum torque limit value and the intermediate torque value.

[0011] In conjunction with the first aspect, in one feasible implementation, if the fourth wheel is slipping, the initial transferable torque value of the first wheel is zero. If the fourth wheel is not slipping, the initial planned torque reduction value of the fourth wheel is zero, and the initial transferable torque value of the fourth wheel is the difference between the maximum torque limit value of the fourth wheel and the initial torque value of the fourth wheel. The fourth wheel can be any one of the plurality of wheels.

[0012] In conjunction with the first aspect, in one feasible implementation, if all the wheels are in a slipping state, the initial transferable torque values ​​corresponding to each of the wheels are all zero, and the target torque value is the difference between the initial torque value and the initial planned torque reduction value. If all the wheels are not slipping, the target torque value is the same as the initial torque value.

[0013] In conjunction with the first aspect, in one feasible implementation, the vehicle further includes the vehicle traction control system and the vehicle driving state control system, which are used to control torque. The vehicle traction control system and the vehicle driving state control system are independently activated or deactivated.

[0014] In conjunction with the first aspect, in one feasible implementation, the method further includes: obtaining the driver's required torque value; and obtaining the initial torque values ​​corresponding to each of the plurality of wheels based on the required torque value.

[0015] In conjunction with the first aspect, in one feasible implementation, determining whether any of the four wheels is slipping includes: performing the following slippage judgment operation on any of the four wheels: acquiring the wheel speed of each of the four wheels through wheel speed sensor signals, wherein the wheel speed of each of the four wheels includes the wheel speed of any one of the four wheels; differentiating and filtering the wheel speed of any one of the four wheels to obtain the wheel acceleration of any one of the four wheels; acquiring the longitudinal acceleration of the vehicle through the vehicle inertial unit; determining the reference speed of the vehicle based on the wheel speed of each of the four wheels using a preset mathematical algorithm; determining the wheel slip ratio of any one of the four wheels based on the wheel speed of any one of the four wheels and the reference speed of the vehicle using a wheel slip ratio calculation formula; if the wheel slip ratio of any one of the four wheels is determined to be greater than a first preset threshold, or the difference between the wheel acceleration of any one of the four wheels and the longitudinal acceleration of the vehicle is greater than a second preset threshold, then it is determined that any one of the four wheels is slipping. The result of performing the slippage judgment operation on each of the four wheels determines whether any of the four wheels is slipping.

[0016] Secondly, embodiments of the present invention provide a vehicle control device, the device comprising: a processing unit configured to: determine the slip state of each of a plurality of wheels, wherein the slip state includes a slipping state or a non-slipping state; determine an initial planned torque reduction value corresponding to each wheel in the slipping state and an initial transferable torque value corresponding to each wheel in the non-slipping state, wherein the initial planned torque reduction value is a torque value reduced compared to the initial torque value, and the initial transferable torque value is a transferable torque value that can be tolerated based on the initial torque value; and a control unit configured to further distribute torque among the plurality of wheels based on the initial torque values ​​corresponding to each of the plurality of wheels, the initial planned torque reduction values ​​corresponding to each wheel in the slipping state, and the initial transferable torque values ​​corresponding to each wheel in the non-slipping state, so as to transfer part or all of the initial planned torque reduction value of the wheel in the slipping state to the wheel in the non-slipping state.

[0017] In conjunction with the second aspect, in one feasible implementation, the processing unit is configured to determine the target torque value corresponding to each of the plurality of wheels based on the initial torque value corresponding to each of the plurality of wheels, the initial planned torque reduction value corresponding to each of the plurality of wheels in a slipping state, and the initial transferable torque value corresponding to each of the plurality of wheels in a non-slipping state. The control unit is configured to further distribute torque to the plurality of wheels based on the target torque value corresponding to each of the plurality of wheels.

[0018] In conjunction with the second aspect, in one feasible implementation, the processing unit is configured to determine the target torque value corresponding to each of the plurality of wheels according to a first allocation method, based on the initial torque value corresponding to each of the plurality of wheels, the initial planned torque reduction value corresponding to the first wheel, and the initial transferable torque value corresponding to each of the other wheels, wherein the first allocation method indicates that the initial planned torque reduction value of the first wheel is transferred to the non-slipping wheels among the plurality of wheels in the following order: the opposite-axle same-side wheel of the first wheel, the opposite-axle opposite-side wheel of the first wheel, and the same-axle opposite-side wheel of the first wheel.

[0019] In conjunction with the second aspect, in one feasible implementation, the processing unit is configured to determine the target torque values ​​corresponding to the four wheels according to the torque transfer sequence of the at least two wheels and a first allocation method, based on the initial torque values ​​corresponding to the four wheels, the planned torque reduction value of the currently processed wheel, and the initial transferable torque values ​​of the other wheels. The torque transfer sequence indicates the processing order for torque transfer to wheels in a slipping state, and the torque transfer sequence includes the order of left front wheel, right front wheel, left rear wheel, and right rear wheel. The first allocation method indicates that the initial planned torque reduction value of the currently processed wheel is transferred to the non-slipping wheels among the four wheels in the following order: the opposite-axle same-side wheel of the currently processed wheel, the opposite-axle opposite-side wheel of the currently processed wheel, and the same-axle opposite-side wheel of the currently processed wheel, where the currently processed wheel is the wheel undergoing torque transfer in the current wheel cycle.

[0020] In conjunction with the second aspect, in one feasible implementation, the processing unit is configured to: when the torque transfer sequence of the second wheel precedes the torque transfer sequence of the third wheel, determine, according to the first allocation method, the intermediate torque values ​​corresponding to the four wheels based on the initial torque values ​​corresponding to the four wheels, the initial planned torque reduction value corresponding to the second wheel, and the initial transferable torque values ​​corresponding to the other wheels. After determining the intermediate torque values ​​corresponding to the plurality of wheels, determine, according to the first allocation method, the target torque values ​​corresponding to the four wheels based on the initial torque values ​​corresponding to the four wheels, the initial planned torque reduction value corresponding to the third wheel, and the initial transferable torque values ​​corresponding to the other wheels.

[0021] In conjunction with the second aspect, in one feasible implementation, if the fourth wheel is slipping, the initial transferable torque value of the first wheel is zero. If the fourth wheel is not slipping, the initial planned torque reduction value of the fourth wheel is zero, and the initial transferable torque value of the fourth wheel is the difference between the maximum torque limit value of the fourth wheel and the initial torque value of the fourth wheel. The fourth wheel can be any one of the plurality of wheels.

[0022] In conjunction with the second aspect, in one feasible implementation, if all the wheels are in a slipping state, the initial transferable torque values ​​corresponding to each of the wheels are all zero, and the target torque value is the difference between the initial torque value and the initial planned torque reduction value. If all the wheels are not slipping, the target torque value is the same as the initial torque value.

[0023] In conjunction with the second aspect, in one feasible implementation, the vehicle further includes the vehicle traction control system and the vehicle driving state control system, which are used to control torque. The vehicle traction control system and the vehicle driving state control system are independently activated or deactivated.

[0024] In conjunction with the second aspect, in one feasible implementation, the processing unit is used to: obtain the driver's required torque value; and obtain the initial torque values ​​corresponding to the plurality of wheels based on the required torque value.

[0025] Thirdly, embodiments of this application provide a computer-readable storage medium for storing a computer program. When the computer program is run on a computer, it causes the computer to execute the vehicle control method provided by any possible implementation of the first aspect, thereby achieving the beneficial effects of the vehicle control method provided in the first aspect.

[0026] Fourthly, embodiments of this application provide a vehicle control device. This electronic device may include a processor and a memory, which are interconnected. The memory stores a computer program, and the processor is configured to execute the computer program to implement the vehicle control method provided in the first aspect, thereby achieving the beneficial effects of the vehicle control method provided in the first aspect.

[0027] Fifthly, embodiments of this application provide a vehicle, the vehicle including a plurality of wheels and a vehicle control device as described in claim 8 or 9.

[0028] By implementing the embodiments of the present invention, the power domain controller can first distribute torque to multiple wheels based on the initial torque values ​​corresponding to each wheel. After determining the slip state of each wheel, the power domain controller can individually control the multiple wheels to redistribute the torque values ​​of the multiple wheels based on the initial planned torque reduction values ​​corresponding to the wheels in the slipping state and the initial transferable torque values ​​corresponding to the wheels in the non-slipping state. This suppresses wheel slippage, thereby improving the accuracy of wheel speed adjustment, improving vehicle passability, reducing the torque transmission path, and reducing torque response delay time. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of the architecture of a vehicle domain controller provided in an embodiment of this application;

[0031] Figure 2 This is a schematic diagram of the structure of a four-wheel independent drive vehicle provided in an embodiment of this application;

[0032] Figure 3 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0033] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application;

[0034] Figure 5 This is a schematic diagram of the vehicle control device provided in the embodiments of this application. Detailed Implementation

[0035] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings.

[0036] The system architecture used in the embodiments of this application is described below. It should be noted that the system architecture and business scenarios described in this application are for the purpose of more clearly illustrating the technical solutions of this application and do not constitute a limitation on the technical solutions provided in this application. It should be understood that as system architectures evolve and new business scenarios emerge, the technical solutions provided in this application are also applicable to similar technical problems.

[0037] Please see Figure 1 , Figure 1 This is a schematic diagram of a vehicle domain controller architecture provided in an embodiment of this application. A domain controller is a collection of electronic and electrical architectures that control a major functional module of a vehicle; each domain is uniformly controlled by a single domain controller. For example... Figure 1 As shown, in practical implementation, a vehicle's domain controller can include a powertrain domain controller, a body domain controller, a chassis domain controller, a cockpit domain controller, and an autonomous driving domain controller. Among them:

[0038] The powertrain controller primarily controls the vehicle's powertrain, optimizes the vehicle's power performance, and ensures the vehicle's power safety. The functions of the powertrain controller include, but are not limited to, engine management, transmission management, battery management, power distribution management, emission management, speed limiting management, and fuel and energy saving management.

[0039] The vehicle domain controller primarily controls various vehicle functions, including but not limited to the control of headlights, taillights, interior lights, door locks, windows, sunroof, windshield wipers, power tailgate, smart key, air conditioning, antennas, gateway communication, etc.

[0040] The chassis domain controller primarily controls the vehicle's driving behavior and posture. Its functions include, but are not limited to, brake system management, vehicle transmission system management, driving system management, steering system management, vehicle speed sensor management, vehicle posture sensor management, air suspension system management, and airbag system management.

[0041] The cockpit domain controller primarily controls the functions of various electronic information systems in the vehicle's intelligent cockpit. These functions include the central control system, in-vehicle infotainment system, head-up display, seat system, instrument system, rearview mirror system, driving behavior monitoring system, navigation system, etc.

[0042] The autonomous driving domain controller is responsible for implementing and controlling the autonomous driving function of the vehicle. It needs to have the ability to receive image information, process and judge image information, process and calculate data, navigate and plan routes, and make rapid judgments and decisions on real-time situations. It needs to handle algorithms at the perception, decision-making and control levels, which places the highest demands on the domain controller's hardware and software.

[0043] This application also provides a vehicle in which multiple wheels are independently driven, and the number of wheels can be 4, 5, 6, 7, etc. The following description uses a vehicle with four wheels as an example; the same principle applies to vehicles with other numbers of wheels.

[0044] Please see Figure 2 , Figure 2 This is a schematic diagram of the structure of a four-wheel independent drive vehicle provided in an embodiment of this application. Figure 2 As shown, the four-wheel independent drive vehicle may include an accelerator pedal sensor, a power domain controller, a vehicle inertial unit, four wheels, and four motor control units (MCUs) corresponding to the four wheels, four drive motors, and four wheel speed sensors. The four wheels are the left front wheel, right front wheel, left rear wheel, and right rear wheel.

[0045] The accelerator pedal sensor collects pedal travel data, converting it into a voltage signal that is transmitted to the electronic controller. The motor control unit (MCU) controls the rotation of the drive motor according to instructions from the vehicular communication unit (VCU). The drive motor is the power source for the electric vehicle, converting electrical energy into mechanical energy and sending its operating status information to the MCU. Wheel speed sensors measure the wheel speeds. The vehicle inertial unit provides all control units with real-time vehicle motion status, detecting and measuring acceleration and rotational motion.

[0046] The methods provided in the embodiments of this application will be described below.

[0047] Please see Figure 3 , Figure 3 This is a schematic flowchart illustrating a vehicle control method provided in an embodiment of this application. Optionally, this method can be applied to the aforementioned... Figure 1 , Figure 2 The vehicle shown. For example, the method can be derived from... Figure 1 , Figure 2 The power domain controller in the vehicle shown executes the commands. The following illustration uses the power domain controller as the executing entity. This application is also applicable to schemes that execute the commands through other devices.

[0048] like Figure 3 As shown, the method may include the following steps:

[0049] S301, the power domain controller determines the slip state of each of the multiple wheels.

[0050] The slipping state of the wheel can include either a slipping state or a non-slipping state.

[0051] In one possible implementation, the wheel slip state is related to one or more of the following parameters: wheel slip rate, wheel acceleration, and vehicle longitudinal acceleration. Two exemplary methods for determining the wheel slip state are described below:

[0052] Method 1: The power domain controller compares the wheel slip rate of each wheel with a first threshold to determine the slip state of each wheel. This first threshold can be predefined, pre-configured, or input by administrators.

[0053] For example, if the wheel slip ratio is greater than a first threshold, the wheel is in a slipping state. If the wheel slip ratio is less than the first threshold, the wheel is in a non-slipping state. Optionally, when the wheel slip ratio is equal to the first threshold, the wheel can be determined to be in a slipping state or a non-slipping state, depending on the specific implementation.

[0054] In one possible implementation, the dynamic domain controller can calculate the wheel slip ratio of each wheel according to the wheel slip ratio formula. The wheel slip ratio formula satisfies the following formula:

[0055]

[0056] Wherein, xx indicates a specific wheel, Wheel_Slip_xx represents the slip ratio of wheel xx, WheelSpeed_xx represents the wheel speed of wheel xx, and V_ref represents the vehicle's reference speed. Optionally, the vehicle's reference speed can be estimated using methods such as the average wheel speed method or the maximum speed method. The average wheel speed method takes the average of the wheel speeds of the two rear wheels as the reference speed. The maximum speed method takes the maximum wheel speed among the four wheels as the reference speed.

[0057] Method 2: Determine the slip state of each wheel based on the wheel acceleration corresponding to the wheel and the longitudinal acceleration of the vehicle.

[0058] In one possible implementation, the dynamic domain controller compares the difference between the wheel acceleration corresponding to each wheel and the vehicle's longitudinal acceleration with a second threshold to determine the slip state of each wheel. This second threshold can be predefined, pre-configured, or input by an administrator. Optionally, the vehicle's longitudinal acceleration can be measured by the vehicle's inertial unit.

[0059] For example, if the difference between the wheel acceleration and the vehicle's longitudinal acceleration is greater than a preset second threshold, the wheel is in a slipping state. If the difference between the wheel acceleration and the vehicle's longitudinal acceleration is less than the preset second threshold, the wheel is in a non-slipping state. Optionally, when the difference between the wheel acceleration and the vehicle's longitudinal acceleration is equal to the second threshold, the wheel can be determined to be in a slipping state or a non-slipping state, depending on the specific implementation.

[0060] In one possible implementation, the wheel acceleration can be obtained based on the wheel speed, which can be measured by a wheel speed sensor. For example, the dynamic domain controller can acquire the wheel speed of each of the multiple wheels, and further differentiate and filter the wheel speed to obtain the wheel acceleration of each wheel.

[0061] The two methods described above are exemplary ways to determine whether a wheel is slipping. In specific implementations, there may be other methods to determine whether a vehicle is slipping.

[0062] In some possible scenarios, the two methods can also be combined. For example, a wheel is considered to be slipping when either of the following two conditions is met:

[0063] Condition 1: The wheel slip rate exceeds a pre-defined first threshold;

[0064] Condition 2: The difference between the wheel acceleration and the vehicle longitudinal acceleration exceeds the pre-defined second threshold.

[0065] S302, the power domain controller determines the initial planned torque reduction value for the wheels that are slipping and the initial transferable torque value for the wheels that are not slipping.

[0066] The initial planned torque reduction value is the amount of torque that is reduced compared to the initial torque value mentioned above. For example, if a vehicle has four wheels with an initial torque value of 500 N·m, and the left front wheel is slipping, its torque value is planned to be reduced by 100 N·m, then the initial planned torque reduction value can be 100 N·m.

[0067] The initial transferable torque value is the transferable torque value that can be tolerated based on the aforementioned initial torque value. Optionally, the initial transferable torque value can be related to the maximum torque limit of the wheel and the initial torque value of that wheel. Further, the initial transferable torque value is the difference between the maximum torque limit of the wheel and the initial torque value of that wheel. For example, if the initial torque value of a wheel is 500 N·m and the maximum torque limit is 650 N·m, then the initial transferable torque value is 150 N·m. In some scenarios, the maximum torque limit value of each of the multiple wheels can be obtained by the power domain controller by querying the external characteristic curve of the motor based on the wheel speed of each wheel. The minimum torque value of each wheel is the inverse of the maximum torque limit value of that wheel. For example, if the power domain controller obtains a maximum torque limit value of 1000 N·m for any wheel by querying the external characteristic curve of the motor based on the wheel speed of any wheel, then the minimum torque limit value of any wheel can be determined to be -1000 N·m.

[0068] The initial torque value refers to the torque value corresponding to each of the vehicle's multiple wheels at a given moment, and is not necessarily the torque value corresponding to each of the multiple wheels when the vehicle starts. For example, in the case of four wheels, the initial torque value of each of the four wheels is 500 N·m.

[0069] Optionally, the initial torque value can be obtained in the following two ways:

[0070] In Method 1, the power domain controller can determine the initial torque value for each of the vehicle's four wheels based on the driver's required torque value, and then distribute torque to each wheel according to that initial torque value. The driver's required torque value refers to the torque required by the vehicle to meet the driver's driving needs for a single trip, thus enabling vehicle propulsion.

[0071] In one possible implementation, the power domain controller can acquire the displacement signal sent by the accelerator pedal sensor and further obtain the driver's required torque value corresponding to the displacement signal based on the ignition control curve (also known as the MAP curve). After acquiring the driver's required torque value, the power domain controller can perform an initial allocation of the driver's required torque value, that is, divide the driver's required torque value into four parts as the initial torque value corresponding to each of the four wheels of the vehicle.

[0072] As an example of an allocation scenario, the power domain controller can divide the driver's required torque value into four equal parts, which serve as the initial torque values ​​for each of the vehicle's four wheels.

[0073] As another example of allocation, the power domain controller can divide the driver's required torque into four parts according to the principle of minimum energy consumption, which serve as the initial torque value for each of the four wheels of the vehicle.

[0074] Optionally, during torque distribution, the power domain controller can send the initial torque value corresponding to each of the four wheels to the MCU corresponding to each of the four wheels to execute the drive task, so as to complete the torque distribution.

[0075] Method two: The initial torque value can be the torque value after torque transfer. Since torque adjustment may be performed in real time, in some scenarios, the torque value corresponding to each wheel after one torque transfer may be the initial torque value in the next torque adjustment process.

[0076] It should be understood that the above two methods are only examples. In the actual implementation process, the initial torque value can be obtained by other means, which will not be listed here.

[0077] In some possible implementations, if the power domain controller determines that a wheel is slipping, it can reduce the torque of that wheel based on its initial torque value using the vehicle's traction control system (TCS) function. This reduces the slipping wheel speed, and the reduced torque can be transferred to other wheels that are not slipping. In other words, the initial torque values ​​for each wheel can be redistributed to ensure that the total torque demanded by the driver is met to the greatest extent possible, thus satisfying the vehicle's power requirements. During this distribution, the torque reduction required for the slipping wheel and the amount of transferred torque that the non-slipping wheels can withstand are indicated by the initial planned torque reduction value and the initial transferable torque value, respectively.

[0078] In one alternative implementation, if a wheel (referred to as the fourth wheel for clarity) is slipping, its initial transferable torque is zero. If the fourth wheel is not slipping, its initial planned torque reduction is zero. Here, the fourth wheel can be any one of a plurality of wheels.

[0079] Optionally, the power domain controller can determine the initial planned torque reduction value for the wheels through the TCS function.

[0080] S303, the power domain controller redistributes torque to each wheel based on the initial torque values ​​corresponding to each of the multiple wheels, the initial planned torque reduction values ​​corresponding to the wheels that are slipping, and the initial transferable torque values ​​corresponding to the wheels that are not slipping.

[0081] In one optional implementation, the power domain controller can determine the target torque value for each of the multiple wheels based on the initial torque value corresponding to each of the multiple wheels, the initial planned torque reduction value corresponding to each of the multiple wheels in a slipping state, and the initial transferable torque value corresponding to each of the multiple wheels in a non-slipping state. The controller can then redistribute torque to the multiple wheels based on the target torque value corresponding to each of the multiple wheels, so as to transfer part or all of the initial planned torque reduction value of the wheels in a slipping state to the wheels in a non-slipping state.

[0082] Specifically, the target torque value is the value obtained after torque transfer and distribution. Please refer to Table 1, which shows the parameters and states of an exemplary wheel provided in this application embodiment. Wheels 1, 2, 3, and 4 are in slipping, non-slipping, non-slipping, and non-slipping states, respectively. The initial torque values ​​of wheels 1, 2, 3, and 4 are all 500 N·m, the initial planned torque reduction value of wheel 1 is 100 N·m, and the initial transferable torque values ​​of wheels 2, 3, and 4 are all 150 N·m. At this time, the initial torque value of wheel 1 can be partially transferred (100 N·m) to wheel 2, that is: the target torque value of wheel 1 is 400 N·m, and the target torque value of wheel 2 is 600 N·m.

[0083] Table 1. Wheel parameters and condition

[0084]

[0085]

[0086] In one possible implementation, the power domain controller can determine the actual torque change values ​​for each of the multiple wheels based on the initial planned torque reduction values ​​for wheels in a slipping state and the initial transferable torque values ​​for wheels in a non-slipping state, as shown in row 5 of Table 2. The actual torque change value indicates the amount of torque change at each wheel. Furthermore, the power domain controller can determine the target torque values ​​for each of the multiple wheels based on the initial torque values ​​and the actual torque change values. It should be noted that the actual torque change value for each wheel should be between the minimum torque limit and the maximum torque limit for that wheel.

[0087] Optionally, the torque distribution can differ depending on the number of slipping wheels in the vehicle.

[0088] For ease of understanding, the following provides an illustrative example of how to determine the target torque value when there are different numbers of slipping wheels.

[0089] Scenario 1: One of the multiple wheels (referred to as the first wheel for easy identification) is slipping, while the other wheels are not slipping. The other wheels are the wheels other than the first wheel among the multiple wheels.

[0090] The power domain controller can determine the target torque values ​​for each of the multiple wheels according to a first allocation method, based on the initial torque values ​​corresponding to the multiple wheels, the initial planned torque reduction value corresponding to the first wheel, and the initial transferable torque values ​​corresponding to the other wheels. The first allocation method instructs the initial planned torque reduction value of the first wheel to be transferred to the non-slipping wheels among the multiple wheels in the following order: the wheels on the same side of the opposite axle of the first wheel, the wheels on the opposite side of the opposite axle of the first wheel, and the wheels on the opposite side of the same axle of the first wheel.

[0091] In one possible implementation, after determining that the first wheel is slipping, the power domain controller can determine whether the initial planned torque reduction value of the first wheel is greater than the initial transferable torque value of the wheel on the same side of the opposite axle. If the power domain controller determines that the initial planned torque reduction value of the first wheel is less than or equal to the initial transferable torque value of the wheel on the same side of the opposite axle, then the power domain controller can determine that the actual torque change value of the first wheel and the wheel on the same side of the opposite axle is equal to the initial planned torque reduction value of the first wheel, and the actual torque change value of the wheel on the opposite side of the opposite axle and the wheel on the same side of the same axle is both equal to zero. If the power domain controller determines that the initial planned torque reduction value of the first wheel is greater than the initial transferable torque value of the wheel on the same side of the opposite axle, then the power domain controller can determine that the actual torque change value of the wheel on the same side of the opposite axle is equal to the initial transferable torque value of the wheel on the same side of the opposite axle, and determine the difference between the initial planned torque reduction value of the first wheel and the initial transferable torque value of the wheel on the same side of the opposite axle as the first remaining planned torque reduction value of the first wheel.

[0092] Furthermore, the power domain controller can determine whether the first remaining planned torque reduction value of the first wheel is greater than the initial transferable torque value of the off-axle, off-side wheel of the first wheel. If the power domain controller determines that the first remaining planned torque reduction value of the first wheel is less than or equal to the initial transferable torque value of the off-axle, off-side wheel of the first wheel, then the power domain controller can determine that the actual torque change value of the first wheel is equal to the initial planned torque reduction value of the first wheel, the actual torque change value of the off-axle, off-side wheel of the first wheel is equal to the first remaining planned torque reduction value, and the actual torque change value of the same-axle, same-side wheel of the first wheel is equal to zero. If the power domain controller determines that the first remaining planned torque reduction value of the first wheel is greater than the initial transferable torque value of the off-axle, off-side wheel of the first wheel, then the power domain controller can determine that the actual torque change value of the off-axle, off-side wheel of the first wheel is equal to the initial transferable torque value of the off-axle, off-side wheel of the first wheel, and determine the difference between the first remaining planned torque reduction value of the first wheel and the initial transferable torque value of the off-axle, off-side wheel of the first wheel as the second remaining planned torque reduction value of the first wheel.

[0093] Furthermore, the power domain controller can determine whether the second remaining planned torque reduction value of the first wheel is greater than the initial transferable torque value of the coaxial wheel on the opposite side of the first wheel. If the power domain controller determines that the second remaining planned torque reduction value of the first wheel is less than or equal to the initial transferable torque value of the coaxial wheel on the opposite side of the first wheel, then the power domain controller can determine that the actual torque change value of the first wheel is equal to the initial planned torque reduction value of the first wheel, and the actual torque change value of the coaxial wheel on the opposite side of the first wheel is equal to the second remaining planned torque reduction value. If the power domain controller determines that the second remaining planned torque reduction value of the first wheel is greater than the initial transferable torque value of the coaxial wheel on the opposite side of the first wheel, then the power domain controller can determine that the actual torque change value of the coaxial wheel on the opposite side of the first wheel is equal to the initial transferable torque value of the coaxial wheel on the same side of the first wheel, and the actual torque change value of the first wheel is equal to the sum of the initial transferable torque values ​​of the coaxial wheel on the same side of the first wheel, the initial transferable torque values ​​of the coaxial wheel on the opposite side of the first wheel, and the initial transferable torque values ​​of the coaxial wheel on the opposite side of the first wheel.

[0094] Furthermore, the power domain controller can determine that the target torque value of the first wheel is the difference between the initial torque value of the first wheel and the actual torque change value of the first wheel. The target torque values ​​corresponding to the opposite-axle same-side wheel, the opposite-axle opposite-side wheel, and the same-axle opposite-side wheel of the first wheel are the sum of the initial torque value and the actual change value corresponding to the opposite-axle same-side wheel, the opposite-axle opposite-side wheel, and the same-axle opposite-side wheel of the first wheel, respectively.

[0095] The following section describes scenario one in conjunction with Table 2. Referring to Table 2, the initial torque value for each of the four wheels of the vehicle is 500 N·m. Here, it is assumed that the left front wheel is slipping, while the left rear wheel, right front wheel, and right rear wheel are not slipping. Specifically, the initial planned torque reduction value for the left front wheel is 100 N·m, and the initial transferable torque values ​​for the left rear wheel, right front wheel, and right rear wheel are 20 N·m, 60 N·m, and 30 N·m, respectively.

[0096] Table 2. Wheel parameters and condition

[0097]

[0098] In the scenario shown in Table 2, after the power domain controller determines that the left front wheel is slipping, it first performs torque transfer operations on the left front wheel in the following order: left rear wheel, right rear wheel, and right front wheel, followed by the opposite-axle wheel on the same side, then the opposite-axle wheel on the opposite side, and finally the same-axle wheel on the opposite side. Further, the power domain controller determines that the initial planned torque reduction value of 100 N·m for the left front wheel is greater than the initial transferable torque value of 20 N·m for the left rear wheel. Then, the power domain controller determines that the actual torque change value of the left rear wheel is equal to the initial transferable torque value of 20 N·m for the left rear wheel. The power domain controller then determines the difference between the initial planned torque reduction value of the left front wheel and the initial transferable torque value of the left rear wheel, which is 80 N·m, as the first remaining planned torque reduction value for the left front wheel. Further, the power domain controller determines that the first remaining planned torque reduction value of 80 N·m for the left front wheel is greater than the initial transferable torque value of 30 N·m for the right rear wheel. Then, the power domain controller can determine that the actual torque change of the right rear wheel is equal to the initial transferable torque of the right rear wheel, 30 N·m. Furthermore, the power domain controller can determine the difference between the first remaining planned torque reduction of the left front wheel and the initial transferable torque of the right rear wheel, 50 N·m, as the second remaining planned torque reduction of the left front wheel. Further, the power domain controller can determine that the second remaining planned torque reduction of the left front wheel, 50 N·m, is less than the initial transferable torque of the right front wheel, 60 N·m. Then, the power domain controller can determine that the actual torque change of the left front wheel is equal to the initial planned torque reduction of the left front wheel, 100 N·m, and the actual torque change of the right front wheel is equal to the second remaining planned torque reduction of the left front wheel, 50 N·m. Further, the power domain controller can determine that the target torque values ​​for the left front wheel, left rear wheel, right front wheel, and right rear wheel are 400 N·m, 520 N·m, 560 N·m, and 520 N·m, respectively.

[0099] Scenario 2: At least two wheels are slipping, while the other wheels among the multiple wheels are not slipping.

[0100] The power domain controller can determine the target torque values ​​for multiple wheels based on the wheel order of at least two wheels in the torque transfer sequence and the first allocation method, according to the initial torque values ​​corresponding to each of the multiple wheels, the planned torque reduction values ​​corresponding to the wheels in a slipping state, and the initial transferable torque values ​​corresponding to the wheels in a non-slipping state. The first allocation method instructs the initial planned torque reduction value of the current wheel to be transferred to the non-slipping wheels in the following order: the wheel on the same side of the opposite axle of the current wheel, the wheel on the opposite side of the opposite axle of the current wheel, and the wheel on the opposite side of the same axle of the current wheel, where the current wheel is the wheel undergoing torque transfer in the current wheel order.

[0101] Optionally, the torque transfer sequence can be determined by the vehicle's direction of travel and perpendicular direction. For example, the vehicle may have four wheels, and the torque transfer sequence may be as follows: left front wheel, right front wheel, left rear wheel, and right rear wheel.

[0102] When the torque transfer sequence is left front wheel, right front wheel, left rear wheel and right rear wheel, the power domain controller, when transferring torque values, transfers the planned torque reduction value of the slipping wheel to the non-slipping wheel in the order of left front wheel, right front wheel, left rear wheel and right rear wheel, according to the order of opposite wheel on the same side of the slipping wheel, opposite wheel on opposite side of the opposite wheel, and same wheel on opposite side of the same wheel.

[0103] Let's take the example of two slipping wheels as an example.

[0104] With a total of four wheels, and two wheels slipping (referred to as the second and third wheels for easy distinction), and the second wheel's turn precedes the third wheel's turn, the power domain controller can determine the intermediate torque values ​​for each of the four wheels according to the first allocation method, based on the initial torque values ​​corresponding to each of the four wheels, the initial planned torque reduction value corresponding to the second wheel, and the initial transferable torque values ​​corresponding to the wheels in a non-slipping state. Furthermore, after determining the intermediate torque values ​​for multiple wheels, the power domain controller can, according to the first allocation method, determine the target torque values ​​for each of the four wheels based on the initial torque values ​​corresponding to each of the four wheels, the initial planned torque reduction value corresponding to the third wheel, and the initial transferable torque values ​​corresponding to the wheels in a non-slipping state.

[0105] As a possible implementation example, when the second wheel is the left front wheel and the third wheel is the right rear wheel, if the power domain controller determines that the left front wheel and right rear wheel are slipping, and the left rear wheel and right front wheel are not slipping, then the power domain controller can determine whether the initial planned torque reduction value of the left front wheel is greater than the initial transferable torque value of the left front wheel on the opposite axle and same side. If the power domain controller determines that the initial planned torque reduction value of the left front wheel is less than or equal to the initial transferable torque value of the left front wheel on the opposite axle and same side, then the power domain controller can determine that the first torque change value of the left front wheel and the first torque change value of the left front wheel on the opposite axle and same side are both equal to the initial planned torque reduction value of the left front wheel, the first torque change values ​​of the left front wheel on the opposite axle and opposite side and the left front wheel on the same axle and opposite side are both equal to zero, the first remaining planned torque reduction value of the left front wheel is equal to zero, and the first transferable torque value of the left front wheel on the opposite axle and same side is equal to the difference between the initial transferable torque value of the left front wheel on the opposite axle and same side and the initial planned torque reduction value of the left front wheel. If the power domain controller determines that the initial planned torque reduction value of the left front wheel is greater than the initial transferable torque value of the left front wheel on the same side of the opposite axle, then it determines that the first torque change value of the left front wheel on the same side of the opposite axle is equal to the initial transferable torque value of the left front wheel on the same side of the opposite axle, the first remaining planned torque reduction value of the left front wheel is equal to the difference between the initial planned torque reduction value of the left front wheel and the initial transferable torque value of the left front wheel on the same side of the opposite axle, and the first transferable torque value of the left front wheel on the same side of the opposite axle is equal to zero.

[0106] Furthermore, the power domain controller can determine whether the first remaining planned torque reduction value of the left front wheel is greater than the initial transferable torque value of the opposite wheel on the opposite axle of the left front wheel. If the power domain controller determines that the first remaining planned torque reduction value of the left front wheel is less than or equal to the initial transferable torque value of the opposite wheel on the opposite axle of the left front wheel, then it determines that the first torque change value of the left front wheel is equal to the initial planned torque reduction value of the left front wheel, the first torque change value of the opposite wheel on the opposite axle of the left front wheel is equal to the first remaining planned torque reduction value of the left front wheel, the first torque change value of the same side wheel on the opposite axle of the left front wheel is equal to zero, the second remaining planned torque value of the left front wheel is equal to zero, and the first transferable torque value of the opposite wheel on the opposite axle of the left front wheel is equal to the difference between the initial transferable torque value of the opposite wheel on the opposite axle of the left front wheel and the first remaining planned torque reduction value of the left front wheel. If the power domain controller determines that the first remaining planned torque reduction value of the left front wheel is greater than the initial transferable torque value of the opposite wheel on the left front axle, then the power domain controller can determine that the first torque change value of the opposite wheel on the left front axle is equal to the initial transferable torque value of the opposite wheel on the left front axle, the second remaining planned torque reduction value of the left front wheel is equal to the difference between the first planned torque reduction value of the left front wheel and the initial transferable torque value of the opposite wheel on the left front axle, and the first transferable torque value of the opposite wheel on the left front axle is equal to zero.

[0107] Furthermore, the power domain controller can determine whether the second remaining planned torque reduction value of the left front wheel is greater than the initial transferable torque value of the wheel on the opposite side of the same axle of the left front wheel. If the power domain controller determines that the second remaining planned torque reduction value of the left front wheel is less than or equal to the initial transferable torque value of the wheel on the opposite side of the same axle of the left front wheel, then the power domain controller can determine that the first torque change value of the left front wheel is equal to the initial planned torque reduction value of the left front wheel, the first torque change value of the wheel on the opposite side of the same axle of the left front wheel is equal to the second remaining planned torque reduction value of the left front wheel, and the first transferable torque value of the wheel on the opposite side of the same axle of the left front wheel is equal to the difference between the initial transferable torque value of the wheel on the opposite side of the same axle of the left front wheel and the second remaining planned torque reduction value of the left front wheel. If the power domain controller determines that the second remaining planned torque reduction value of the left front wheel is greater than the initial transferable torque value of the wheel on the opposite side of the same axle of the left front wheel, then the power domain controller can determine that the first torque change value of the wheel on the opposite side of the same axle of the left front wheel is equal to the initial transferable torque value of the wheel on the opposite side of the same axle of the left front wheel, the sum of the initial transferable torque value of the wheel on the opposite side of the opposite axle of the left front wheel and the initial transferable torque value of the wheel on the opposite side of the same axle of the left front wheel, and the first transferable torque value of the wheel on the opposite side of the same axle of the left front wheel is equal to zero.

[0108] Furthermore, the power domain controller can determine whether the initial planned torque reduction value of the right rear wheel is greater than the first transferable torque value of the wheel on the same side of the opposite axle of the right rear wheel. If the power domain controller determines that the initial planned torque reduction value of the right rear wheel is less than or equal to the first transferable torque value of the wheel on the same side of the opposite axle of the right rear wheel, then the power domain controller can determine that the second torque change value of the right rear wheel and the second torque change value of the wheel on the same side of the opposite axle of the right rear wheel are both equal to the initial planned torque reduction value of the right rear wheel, the second torque change values ​​of the wheel on the opposite side of the opposite axle of the right rear wheel and the wheel on the same side of the same axle of the right rear wheel are both equal to zero, the first remaining planned torque reduction value of the right rear wheel is equal to zero, and the actual torque change value corresponding to each wheel is equal to the sum of the first torque change value and the second torque change value corresponding to each wheel. If the power domain controller determines that the initial planned torque reduction value of the right rear wheel is greater than the first transferable torque value of the wheel on the same side of the opposite axle of the right rear wheel, then the power domain controller can determine that the second torque change value of the wheel on the same side of the opposite axle of the right rear wheel is equal to the first transferable torque value of the wheel on the same side of the opposite axle of the right rear wheel, the first remaining planned torque reduction value of the right rear wheel is equal to the difference between the initial planned torque reduction value of the right rear wheel and the first transferable torque value of the wheel on the same side of the opposite axle of the right rear wheel, and the actual torque change value of the wheel on the same side of the opposite axle of the right rear wheel is equal to the sum of the first torque change value of the wheel on the same side of the opposite axle of the right rear wheel and the second torque change value of the wheel on the same side of the opposite axle of the right rear wheel.

[0109] Furthermore, the power domain controller can determine whether the first remaining planned torque reduction value of the right rear wheel is greater than the initial transferable torque value of the opposite wheel on the opposite axle of the right rear wheel. If the power domain controller determines that the first remaining planned torque reduction value of the right rear wheel is less than or equal to the initial transferable torque value of the opposite wheel on the opposite axle of the right rear wheel, then the power domain controller can determine that the second torque change value of the right rear wheel is equal to the initial planned torque reduction value of the right rear wheel, the second torque change value of the opposite wheel on the opposite axle of the right rear wheel is equal to the first remaining planned torque reduction value of the right rear wheel, the second torque change value of the opposite wheel on the same axle of the right rear wheel is equal to zero, the second remaining planned torque reduction value of the right rear wheel is equal to zero, and the actual torque change value corresponding to each wheel is equal to the sum of the first torque change value and the second torque change value corresponding to each wheel. If the power domain controller determines that the first remaining planned torque reduction value of the right rear wheel is greater than the initial transferable torque value of the opposite wheel on the opposite axle of the right rear wheel, then it determines that the second torque change value of the opposite wheel on the opposite axle of the right rear wheel is equal to the initial transferable torque value of the opposite wheel on the opposite axle of the right rear wheel. The second remaining planned torque reduction value of the right rear wheel is equal to the difference between the first remaining planned torque reduction value of the right rear wheel and the initial transferable torque value of the opposite wheel on the opposite axle of the right rear wheel. The actual torque change value of the opposite wheel on the opposite axle of the right rear wheel is equal to the sum of the first torque change value of the opposite wheel on the opposite axle of the right rear wheel and the second torque change value of the opposite wheel on the opposite axle of the right rear wheel.

[0110] Furthermore, the power domain controller can determine whether the second remaining planned torque reduction value of the right rear wheel is greater than the first transferable torque value of the wheel on the opposite side of the same axle of the right rear wheel. If the power domain controller determines that the second remaining planned torque reduction value of the right rear wheel is less than or equal to the first transferable torque value of the wheel on the opposite side of the same axle of the right rear wheel, then it determines that the second torque change value of the right rear wheel is equal to the initial planned torque reduction value of the right rear wheel, the second torque change value of the wheel on the opposite side of the same axle of the right rear wheel is equal to the second remaining planned torque reduction value of the right rear wheel, and the actual torque change value corresponding to each wheel is equal to the sum of the first torque change value corresponding to each wheel and the second torque change value corresponding to each wheel. If the power domain controller determines that the second remaining planned torque reduction value of the right rear wheel is greater than the first transferable torque value of the coaxial wheel on the opposite side of the right rear wheel, then the power domain controller can determine that the second torque change value of the coaxial wheel on the opposite side of the right rear wheel is equal to the first transferable torque value of the coaxial wheel on the opposite side of the right rear wheel, the second torque change value of the right rear wheel is equal to the sum of the first transferable torque value of the coaxial wheel on the same side of the right rear wheel, the initial transferable torque value of the coaxial wheel on the opposite side of the right rear wheel, and the first transferable torque value of the coaxial wheel on the opposite side of the right rear wheel, the actual torque change value of the coaxial wheel on the opposite side of the right rear wheel is equal to the sum of the first torque change value of the coaxial wheel on the opposite side of the right rear wheel and the second torque change value of the coaxial wheel on the opposite side of the right rear wheel, and the actual torque change value of the right rear wheel is equal to the sum of the first torque change value of the right rear wheel and the second torque change value of the right rear wheel.

[0111] Furthermore, the power domain controller can determine the target torque value for each wheel based on the actual torque change value and the initial torque value of each wheel. Specifically, the target torque values ​​for the left front wheel and the right rear wheel are the differences between the initial torque value and the actual torque change value for the left front wheel and the right rear wheel, respectively, while the target torque values ​​for the left rear wheel and the right front wheel are the sum of the initial torque value and the actual torque change value for the left rear wheel and the right front wheel, respectively.

[0112] The second scenario will be described below with reference to Table 3. Referring to Table 3, the initial torque value for all four wheels of the vehicle is 500 N·m. It is assumed that the left front wheel and right rear wheel are slipping, while the left rear wheel and right front wheel are not slipping. Specifically, the initial planned torque reduction values ​​for the left front wheel and right rear wheel are 100 N·m and 50 N·m, respectively, and the initial transferable torque values ​​for the left rear wheel and right front wheel are 20 N·m and 60 N·m, respectively.

[0113] Table 3. Wheel parameters and condition

[0114]

[0115] In the scenario shown in Table 3, the power domain controller determines that the left front wheel and right rear wheel are slipping. Since the left front wheel precedes the right rear wheel in the torque transfer sequence, according to the first allocation method, based on the initial torque values ​​corresponding to the four wheels, the initial planned torque reduction value corresponding to the left front wheel, and the initial transferable torque values ​​corresponding to the other wheels, the intermediate torque values ​​corresponding to the left front wheel, right front wheel, left rear wheel, and right rear wheel are determined to be 400 N·m, 520 N·m, 560 N·m, and 500 N·m, respectively. The current transferable torque values ​​corresponding to the right front wheel and left rear wheel are 0 N·m, 0 N·m, and N·m, respectively. After determining the intermediate torque values ​​corresponding to multiple wheels, according to the first allocation method, based on the intermediate torque values ​​corresponding to the four wheels, the initial planned torque reduction value corresponding to the right rear wheel, and the current transferable torque values ​​corresponding to the other wheels, the target torque values ​​corresponding to the left front wheel, right front wheel, left rear wheel, and right rear wheel are determined to be 400 N·m, 520 N·m, 560 N·m, and 500 N·m, respectively.

[0116] When three of the four wheels are slipping, the power domain controller determines the torque transfer order of the three slipping wheels according to the torque transfer order mentioned above, and transfers the planned torque reduction value of the three slipping wheels to the non-slipping wheels in the order of opposite-axle same-side wheel, opposite-axle opposite-side wheel, and same-axle opposite-side wheel.

[0117] Scenario 3: Multiple wheels are slipping. In this case, the initial transferable torque value for each wheel is zero.

[0118] In this situation, the power domain controller can determine that the target torque value is the difference between the initial torque value and the initial planned torque reduction value. In other words, if the power domain controller determines that multiple wheels are slipping, then each wheel will not transfer the planned torque reduction value; instead, each wheel will follow the TCS torque reduction, that is, directly reduce its own torque value according to the initial planned torque reduction value corresponding to each wheel.

[0119] Scenario 4: Multiple wheels are in a non-slipping state. In this case, the initial planned torque reduction value for each wheel is zero.

[0120] In this situation, the power domain controller can determine that the target torque value is the same as the initial torque value. That is, if the power domain controller determines that multiple wheels are in a non-slipping state, the torque values ​​of multiple wheels do not change, meaning that the target torque value of each wheel is equal to the initial torque value of each wheel.

[0121] The above four scenarios are just examples; other methods may be used in actual implementation.

[0122] Optionally, in step S303, part or all of the initial planned torque reduction value of the wheels in a slipping state can be transferred to the wheels in a non-slipping state. Further, the power domain controller can send the target torque value corresponding to each wheel to the corresponding MCU to execute the target torque value to drive the wheels.

[0123] Optionally, after the power domain controller determines the target torque value for each of the multiple wheels, it can smooth the target torque value for each wheel to obtain a smoothed torque value for each wheel. Furthermore, the power domain controller can send the smoothed torque value for each wheel to the corresponding MCU to execute the smoothed torque value to drive the wheel.

[0124] In one alternative implementation, the vehicle further includes a vehicle traction control system (TCS) and a vehicle driving state control system (VDC), which are used to control torque and are independently turned on or off.

[0125] In practice, the driver can control the vehicle's traction control system and vehicle driving status control system to be turned on or off using two buttons respectively. This application does not impose specific limitations on the implementation form of the buttons controlling the vehicle's traction control system and vehicle driving status control system.

[0126] In the above implementation, the vehicle's traction control system and vehicle driving state control system can be turned on or off independently. In scenarios where vehicle stability requirements are not high but vehicle passability requirements are high, the driver can turn off the vehicle driving state control system function separately to avoid the impact of the vehicle driving state control system in the Electronic Stability Program (ESP) on vehicle dynamics, thereby improving the vehicle's passability in scenarios such as off-road terrain and enhancing the user experience.

[0127] Optionally, after determining the slip state of each wheel among multiple wheels, the power domain controller can determine the initial planned torque reduction value and the initial transferable torque value for each wheel, regardless of whether the wheel is slipping or not. Specifically, when a wheel is slipping, its corresponding initial transferable torque value is zero. When a wheel is not slipping, its corresponding initial planned torque reduction value is zero. The specific process by which the domain controller determines the initial planned torque reduction value for wheels slipping and the initial transferable torque value for wheels not slipping can be found in the previously described process, and will not be repeated here.

[0128] Furthermore, the power domain controller can determine to redistribute torque to each wheel based on the initial torque value, initial planned torque reduction value, and initial transferable torque value corresponding to each of the multiple wheels. The specific process by which the power domain controller determines to redistribute torque to each wheel based on the initial torque value, initial planned torque reduction value, and initial transferable torque value corresponding to each of the multiple wheels is similar to the process described above of the power domain controller redistributing torque to each wheel based on the initial torque value, the initial planned torque reduction value corresponding to the wheel in a slipping state, and the initial transferable torque value corresponding to the wheel in a non-slipping state. Therefore, it will not be repeated here.

[0129] exist Figure 3In the illustrated embodiment, the power domain controller can first distribute torque to multiple wheels based on the initial torque values ​​corresponding to each wheel. After determining the slip state of each wheel, it determines the initial planned torque reduction value for the slipping wheels and the initial transferable torque value for the non-slipping wheels. Then, it redistributes torque to the wheels based on these initial planned torque reduction values ​​and initial transferable torque values. Using this method, when wheels are slipping, the redistribution of torque values ​​suppresses wheel slippage, improves vehicle stability and passability, and enhances the user experience. Simultaneously, by independently driving multiple wheels, it achieves individual torque control for each wheel, improving the accuracy of wheel torque adjustment, reducing the torque transmission path, and lowering the torque response delay.

[0130] Please see Figure 4 , Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application. Figure 4 As shown, the device may include a processing unit 41 and a control unit 42.

[0131] In a specific implementation, processing unit 41 is used to determine the slip state of each of the plurality of wheels, wherein the slip state includes a slipping state or a non-slipping state. It determines the initial planned torque reduction value corresponding to each wheel in the slipping state and the initial transferable torque value corresponding to each wheel in the non-slipping state, wherein the initial planned torque reduction value is the torque value reduced compared to the initial torque value, and the initial transferable torque value is the transferable torque value that can be withheld based on the initial torque value. Control unit 42 is used to further distribute torque among the plurality of wheels based on the initial torque values ​​corresponding to each of the plurality of wheels, the initial planned torque reduction values ​​corresponding to each wheel in the slipping state, and the initial transferable torque values ​​corresponding to each wheel in the non-slipping state, so as to transfer part or all of the initial planned torque reduction value of the wheel in the slipping state to the wheel in the non-slipping state.

[0132] In one optional embodiment, the processing unit is configured to determine the target torque value for each of the multiple wheels based on the initial torque value corresponding to each of the multiple wheels, the initial planned torque reduction value corresponding to each of the multiple wheels in a slipping state, and the initial transferable torque value corresponding to each of the multiple wheels in a non-slipping state. The control unit is configured to further distribute torque to the multiple wheels based on the target torque value corresponding to each of the multiple wheels.

[0133] In one optional embodiment, the processing unit 41 is configured to determine the target torque value corresponding to each of the multiple wheels according to a first allocation method, based on the initial torque value corresponding to each of the multiple wheels, the initial planned torque reduction value corresponding to the first wheel, and the initial transferable torque value corresponding to the other wheels, wherein the first allocation method indicates that the initial planned torque reduction value of the first wheel is transferred to the non-slipping wheels among the multiple wheels in the following order: the wheels on the same side of the opposite axle of the first wheel, the wheels on the opposite side of the opposite axle of the first wheel, and the wheels on the opposite side of the same axle of the first wheel.

[0134] In one optional embodiment, the processing unit 41 is configured to determine the target torque values ​​corresponding to the four wheels according to the torque transfer sequence of at least two wheels and a first allocation method, based on the initial torque values ​​corresponding to the four wheels, the planned torque reduction value of the currently processed wheel, and the initial transferable torque values ​​of the other wheels. The torque transfer sequence indicates the processing order for torque transfer to the wheels in a slipping state, and the torque transfer sequence includes the order of left front wheel, right front wheel, left rear wheel, and right rear wheel. The first allocation method indicates that the initial planned torque reduction value of the currently processed wheel is transferred to the non-slipping wheels among the four wheels in the following order: the opposite-axle same-side wheel of the currently processed wheel, the opposite-axle opposite-side wheel of the currently processed wheel, and the same-axle opposite-side wheel of the currently processed wheel, where the currently processed wheel is the wheel for which torque transfer is performed in the current wheel cycle.

[0135] In one optional embodiment, the processing unit 41 is configured to, when the torque transfer sequence of the second wheel precedes that of the third wheel, determine, according to a first allocation method, intermediate torque values ​​corresponding to the four wheels based on the initial torque values ​​corresponding to the four wheels, the initial planned torque reduction value corresponding to the second wheel, and the initial transferable torque values ​​corresponding to the other wheels. After determining the intermediate torque values ​​corresponding to multiple wheels, the processing unit 41 further determines, according to the first allocation method, target torque values ​​corresponding to the four wheels based on the initial torque values ​​corresponding to the four wheels, the initial planned torque reduction value corresponding to the third wheel, and the initial transferable torque values ​​corresponding to the other wheels.

[0136] In one alternative implementation, if the fourth wheel is slipping, its initial transferable torque is zero. If the fourth wheel is not slipping, its initial planned torque reduction is zero, and its initial transferable torque is the difference between its maximum torque limit and its initial torque value. The fourth wheel can be any one of a plurality of wheels.

[0137] In one alternative implementation, if multiple wheels are slipping, the initial transferable torque values ​​for each wheel are zero, and the target torque value is the difference between the initial torque value and the initial planned torque reduction value. If multiple wheels are not slipping, the target torque value is the same as the initial torque value.

[0138] In one alternative implementation, the vehicle further includes a vehicle traction control system and a vehicle driving state control system, which are used to control torque. The vehicle traction control system and the vehicle driving state control system are independently turned on or off.

[0139] In one alternative implementation, processing unit 41 is used to obtain the driver's required torque value. Based on the required torque value, initial torque values ​​corresponding to multiple wheels are obtained respectively.

[0140] Please see Figure 5 , Figure 5 This is a schematic diagram of the vehicle control device provided in an embodiment of this application. The vehicle control device may be the power domain controller in the above embodiments, and can be used to implement the steps of the vehicle control method executed by the power domain controller described in the above embodiments. The vehicle control device may include: a processor 51, a memory 52, and a bus system 53.

[0141] The memory 52 includes, but is not limited to, RAM, ROM, EPROM, or CD-ROM, and is used to store related instructions and data. The memory 52 stores executable modules or data structures, or subsets thereof, or extended sets thereof:

[0142] Operation instructions: This includes various operation instructions used to perform various operations.

[0143] Operating system: includes various system programs used to implement various basic business functions and handle hardware-based tasks.

[0144] Figure 5 Only one memory is shown in the image; of course, multiple memory can be configured as needed.

[0145] like Figure 5 As shown, the vehicle control device may further include an input / output device 54, which may be a communication module or a transceiver circuit. In this embodiment, the input / output device 54 is used to perform the transmission and reception of data or signaling, such as torque values, involved in the embodiment.

[0146] Processor 51 may be a controller, CPU, general-purpose processor, DSP, ASIC, FPGA, or other programmable logic device, transistor logic device, hardware component, or any combination thereof. It may implement or execute the various exemplary logic blocks, modules, and circuits described in connection with the embodiments of this application. Processor 51 may also be a combination that implements computing functions, such as including one or more microprocessor combinations, a combination of DSP and microprocessor, etc.

[0147] In practical applications, the various components of the vehicle control device are coupled together through a bus system 53. This bus system 53 includes not only a data bus but may also include a power bus, a control bus, and a status signal bus. However, for clarity, in... Figure 5 The various buses are all labeled as Bus System 53. For ease of representation, in... Figure 5 The image shown is only schematic.

[0148] It should be noted that in practical applications, the processor in the embodiments of this application can be an integrated circuit chip with signal processing capabilities. During implementation, each step of the above method embodiments can be completed by integrated logic circuits in the processor's hardware or by instructions in software form. The processor described above can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application.

[0149] It is understood that the memory in the embodiments of this application can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous linked dynamic random access memory (SLDRAM), and direct rambus RAM (DR RAM). It should be noted that the memories described in the embodiments of this application are intended to include, but are not limited to, these and any other suitable types of memory.

[0150] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a computer, implements the methods or steps performed by the power domain controller in the above embodiments.

[0151] This application also provides a computer program product that, when executed by a computer, implements the methods or steps performed by the power domain controller in the above embodiments.

[0152] This application also provides a vehicle comprising a plurality of wheels and the vehicle control device described above.

[0153] It should be noted that, for the sake of simplicity, each of the above-described vehicle control method embodiments is described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are preferred embodiments, and the actions involved are not necessarily essential to this application.

[0154] The terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish different objects, not to describe a specific order. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps is not limited to the steps listed, but may optionally include steps not listed, or may optionally include other steps inherent to these processes, methods, products, or apparatuses.

[0155] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0156] Although this application has been described herein in conjunction with various embodiments, those skilled in the art, by reviewing the accompanying drawings, the disclosure, and the appended claims, will understand and implement other variations of the disclosed embodiments in carrying out this application. In the claims, the word "comprising" does not exclude other components or steps, and "a" or "an" does not exclude multiple instances. While different dependent claims may recite certain measures, this does not imply that these measures cannot be combined to produce a good effect.

[0157] Those skilled in the art will understand that all or part of the steps in the various method embodiments of any of the above-described vehicle control methods can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage device, which may include: a flash drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk, etc.

[0158] The embodiments of this application have been described in detail above. Specific examples have been used to illustrate the principle and implementation of a vehicle control method and related equipment of this application. The descriptions of the embodiments above are intended to help understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation and application scope based on the ideas of a vehicle control method and related equipment of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

[0159] Those skilled in the art will recognize that, in one or more of the examples above, the functions described in this application can be implemented using hardware, software, firmware, or any combination thereof. When implemented in software, these functions can be stored in a computer-readable medium or transmitted as one or more instructions or codes on a computer-readable medium. Computer-readable media include computer storage media and communication media, wherein communication media include any medium that facilitates the transmission of a computer program from one place to another. Storage media can be any available medium accessible to a general-purpose or special-purpose computer.

[0160] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of this application. It should be understood that the above description is only a specific embodiment of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made on the basis of the technical solution of this application should be included within the scope of protection of this application.

Claims

1. A vehicle control method characterized by, The plurality of wheels of the vehicle are independently driven, and the method comprises: determining a slip state of each wheel in the plurality of wheels, wherein the slip state comprises a slipping state or a non-slip state; determining an initial planned torque reduction value corresponding to each wheel in the plurality of wheels in the slipping state and an initial transferable torque value corresponding to each wheel in the plurality of wheels in the non-slip state, wherein the initial planned torque reduction value is a torque value reduced compared with an initial torque value, and the initial transferable torque value is a transferred torque value that can be borne on the basis of the initial torque value; redistributing torque to the plurality of wheels again according to the initial torque value corresponding to each wheel in the plurality of wheels, the initial planned torque reduction value corresponding to each wheel in the plurality of wheels in the slipping state, and the initial transferable torque value corresponding to each wheel in the plurality of wheels in the non-slip state, so as to transfer part or all of the initial planned torque reduction value of each wheel in the plurality of wheels in the slipping state to each wheel in the plurality of wheels in the non-slip state; wherein the redistributing torque to the plurality of wheels again according to the initial torque value corresponding to each wheel in the plurality of wheels, the initial planned torque reduction value corresponding to each wheel in the plurality of wheels in the slipping state, and the initial transferable torque value corresponding to each wheel in the plurality of wheels in the non-slip state comprises: determining a target torque value corresponding to each wheel in the plurality of wheels according to the initial torque value corresponding to each wheel in the plurality of wheels, the initial planned torque reduction value corresponding to each wheel in the plurality of wheels in the slipping state, and the initial transferable torque value corresponding to each wheel in the plurality of wheels in the non-slip state; redistributing torque to the plurality of wheels again according to the target torque value corresponding to each wheel in the plurality of wheels; when the vehicle comprises four wheels, at least two wheels in the four wheels are in the slipping state, and other wheels in the four wheels except the at least two wheels are in the non-slip state; the determining the target torque value corresponding to each wheel in the plurality of wheels according to the initial torque value corresponding to each wheel in the plurality of wheels, the initial planned torque reduction value corresponding to each wheel in the plurality of wheels in the slipping state, and the initial transferable torque value corresponding to each wheel in the plurality of wheels in the non-slip state comprises: determining target torque values corresponding to the four wheels respectively according to initial torque values corresponding to the four wheels respectively, a planned torque reduction value of a currently processed wheel, and transferable torque values of the other wheels according to a torque transfer sequence of the at least two wheels and a first distribution manner, the torque transfer sequence indicating a processing sequence of torque transfer to wheels in a slipping state, and the torque transfer sequence including an order of a front left wheel, a front right wheel, a rear left wheel, and a rear right wheel, the first distribution manner indicating that an initial planned torque reduction value of the currently processed wheel is transferred to non-slipping wheels in the four wheels according to the following order: a same-axle and same-side wheel of the currently processed wheel, a same-axle and different-side wheel of the currently processed wheel, and a different-axle and different-side wheel of the currently processed wheel, the currently processed wheel being a wheel for which torque transfer is performed in a current round; in a case where a first wheel in the four wheels is in a slipping state and other wheels are in a non-slipping state, the first wheel being one of the four wheels, and the other wheels being wheels other than the first wheel in the four wheels; the determining of the target torque values corresponding to the plurality of wheels respectively according to the initial torque values corresponding to the plurality of wheels respectively, the initial planned torque reduction values corresponding to wheels in a slipping state in the plurality of wheels respectively, and the initial transferable torque values corresponding to wheels in a non-slipping state in the plurality of wheels respectively, including: determining target torque values corresponding to the plurality of wheels respectively according to initial torque values corresponding to the plurality of wheels respectively, an initial planned torque reduction value corresponding to the first wheel, and initial transferable torque values corresponding to the other wheels respectively according to a first distribution manner; the first distribution manner indicating that the initial planned torque reduction value of the first wheel is transferred to non-slipping wheels in the plurality of wheels according to the following order: a same-axle and same-side wheel of the first wheel, a same-axle and different-side wheel of the first wheel, and a different-axle and different-side wheel of the first wheel.

2. The method of claim 1, wherein, a second wheel and a third wheel in the four wheels are in a slipping state, the second wheel and the third wheel being any two wheels in the four wheels; the determining of the target torque values corresponding to the plurality of wheels respectively according to the initial torque values corresponding to the plurality of wheels respectively, the initial planned torque reduction values corresponding to wheels in a slipping state in the plurality of wheels respectively, and the initial transferable torque values corresponding to wheels in a non-slipping state in the plurality of wheels respectively, including: in a case where a torque transfer sequence of the second wheel is prior to a torque transfer sequence of the third wheel, determining intermediate torque values corresponding to the four wheels respectively according to initial torque values corresponding to the four wheels respectively, an initial planned torque reduction value corresponding to the second wheel, and initial transferable torque values corresponding to the other wheels respectively according to the first distribution manner; After the intermediate torque values corresponding to the plurality of wheels are determined, the target torque values corresponding to the four wheels are determined according to the intermediate torque values corresponding to the four wheels, the initial planned torque reduction value corresponding to the third wheel, and the current transferable torque values corresponding to the other wheels, the current transferable torque value being the difference between the maximum torque limit value and the intermediate torque value.

3. The method according to claim 1 or 2, characterized in that, If the fourth wheel is in the slipping state, the initial transferable torque value of the fourth wheel is zero. If the fourth wheel is in the non-slip state, the initial planned torque reduction value of the fourth wheel is zero, and the initial transferable torque value of the fourth wheel is the difference between the maximum torque limit value of the fourth wheel and the initial torque value of the fourth wheel. The fourth wheel is any wheel in the plurality of wheels.

4. The method of claim 1, wherein, If the plurality of wheels are all in the slipping state, the initial transferable torque values corresponding to the plurality of wheels are all zero, and the target torque value is the difference between the initial torque value and the initial planned torque reduction value. If the plurality of wheels are all in the non-slip state, the target torque value is the same as the initial torque value.

5. The method according to claim 1 or 2, characterized in that, The method further comprises: obtaining a demand torque value of the driver; obtaining the initial torque values corresponding to the plurality of wheels according to the demand torque value.

6. A vehicle control device characterized by comprising: The device comprises: a processing unit configured to: determine the slip state of each wheel in the plurality of wheels, wherein the slip state includes a slipping state or a non-slip state; determine the initial planned torque reduction value corresponding to the wheels in the slipping state in the plurality of wheels and the initial transferable torque value corresponding to the wheels in the non-slip state in the plurality of wheels, wherein the initial planned torque reduction value is a torque value reduced compared to the initial torque value, and the initial transferable torque value is a torque value that can be transferred on the basis of the initial torque value; a control unit configured to re-distribute torque to the plurality of wheels according to the initial torque values corresponding to the plurality of wheels, the initial planned torque reduction values corresponding to the wheels in the slipping state in the plurality of wheels, and the initial transferable torque values corresponding to the wheels in the non-slip state in the plurality of wheels, to transfer part or all of the initial planned torque reduction values of the wheels in the slipping state in the plurality of wheels to the wheels in the non-slip state in the plurality of wheels; wherein the re-distribution of torque to the plurality of wheels according to the initial torque values corresponding to the plurality of wheels, the initial planned torque reduction values corresponding to the wheels in the slipping state in the plurality of wheels, and the initial transferable torque values corresponding to the wheels in the non-slip state in the plurality of wheels comprises: determining the target torque values corresponding to the plurality of wheels according to the initial torque values corresponding to the plurality of wheels, the initial planned torque reduction values corresponding to the wheels in the slipping state in the plurality of wheels, and the initial transferable torque values corresponding to the wheels in the non-slip state in the plurality of wheels; re-distributing torque to the plurality of wheels according to the target torque values corresponding to the plurality of wheels. The vehicle comprises four wheels, at least two of the four wheels are in a slipping state, and other wheels of the four wheels are in a non-slipping state; The method comprises the following steps: According to the initial torque values of the four wheels, the initial planned torque reduction values of the wheels in the slipping state, and the initial transferable torque values of the wheels in the non-slipping state, the target torque values of the four wheels are determined according to the torque transfer sequence and the first distribution mode of the at least two wheels, wherein the torque transfer sequence indicates the processing sequence of torque transfer to the wheels in the slipping state, and the torque transfer sequence comprises the sequence of the front left wheel, the front right wheel, the rear left wheel, and the rear right wheel; the first distribution mode indicates that the initial planned torque reduction value of the current processing wheel is transferred to the non-slipping wheels of the four wheels according to the following sequence: the contralateral wheel of the same axle of the current processing wheel, the contralateral wheel of different axles of the current processing wheel, and the contralateral wheel of different axles of the current processing wheel; the current processing wheel is the wheel that performs torque transfer in the current round. The first wheel of the four wheels is in a slipping state, and other wheels are in a non-slipping state, wherein the first wheel is one of the four wheels, and the other wheels are the wheels of the four wheels except the first wheel. The method comprises the following steps: According to the initial torque values of the four wheels, the initial planned torque reduction values of the wheels in the slipping state, and the initial transferable torque values of the wheels in the non-slipping state, the target torque values of the four wheels are determined according to the torque transfer sequence and the first distribution mode of the at least two wheels, wherein the torque transfer sequence indicates the processing sequence of torque transfer to the wheels in the slipping state, and the torque transfer sequence comprises the sequence of the front left wheel, the front right wheel, the rear left wheel, and the rear right wheel; the first distribution mode indicates that the initial planned torque reduction value of the current processing wheel is transferred to the non-slipping wheels of the four wheels according to the following sequence: the contralateral wheel of the same axle of the current processing wheel, the contralateral wheel of different axles of the current processing wheel, and the contralateral wheel of different axles of the current processing wheel; the current processing wheel is the wheel that performs torque transfer in the current round. The first distribution mode indicates that the initial planned torque reduction value of the first wheel is transferred to the non-slipping wheels of the four wheels according to the following sequence: the contralateral wheel of the same axle of the first wheel, the contralateral wheel of different axles of the first wheel, and the contralateral wheel of different axles of the first wheel.

7. A vehicle control device characterized by comprising: The vehicle control device comprises a memory and a processor, the memory stores a computer program, and the processor implements the steps of the method according to any one of claims 1 to 5 when executing the computer program.

8. A computer-readable storage medium, characterized in that, The computer program is stored in the memory and is executed by the processor to implement the steps of the method according to any one of claims 1 to 5.

9. A vehicle characterized by comprising: The vehicle comprises a plurality of wheels and a vehicle control device according to claim 6 or 7.

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