Vehicle control methods and devices

Abstract

This application discloses a vehicle control method and apparatus, relating to the field of vehicle control technology. The method includes the following steps: acquiring vehicle operating parameters, which indicate the state of a first vehicle during operation, including wheel speeds and steering wheel angles of each wheel in the first vehicle; determining the slip type corresponding to the slip event based on the wheel speeds and steering wheel angles when the first vehicle experiences a slippage event; acquiring a torque distribution result based on the slip type, which indicates adjustments to the torque of each wheel in the first vehicle; and controlling the first vehicle to recover from the slippage state to a stable driving state based on the torque distribution result. This method can provide a targeted torque distribution scheme according to the slip type corresponding to the vehicle slippage event, controlling the vehicle to recover from the slippage state to a stable driving state in a timely manner.

Description

Technical Field

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

[0002] If a vehicle is traveling on a wet or slippery road surface or if the tires have insufficient traction, it may skid. Skidding not only affects the vehicle's stability but can also lead to accidents.

[0003] In related technologies, multiple sensors are installed on the vehicle to monitor the vehicle's driving status and road conditions in real time to analyze whether the vehicle is slipping, and to slow down or apply braking force to the wheels to restore the vehicle's stability when a slipping event occurs.

[0004] However, the above methods rely on the vehicle system's response speed and computing power, and usually adopt uniform measures when a skidding event occurs. They are not very effective in controlling vehicle stability when dealing with complex skidding situations. Summary of the Invention

[0005] This application provides a vehicle control method and apparatus that can provide a targeted torque distribution scheme based on the type of slippage when a vehicle slips, thereby controlling the vehicle to promptly recover from a slippage state to a stable driving state. The technical solution is as follows:

[0006] On the one hand, a vehicle control method is provided, the method comprising:

[0007] The vehicle operating parameters are used to indicate the state of the first vehicle during operation. The vehicle operating parameters include the wheel speed of each wheel in the first vehicle and the steering wheel angle.

[0008] In the event of a skidding event in the first vehicle, the type of skidding corresponding to the skidding event is determined based on the wheel speed and the steering wheel angle.

[0009] The torque distribution result is obtained based on the slippage type, and the torque distribution result is used to indicate the adjustment of the torque of each wheel in the first vehicle;

[0010] Based on the torque distribution result, the first vehicle is controlled to recover from the slipping state to a stable driving state.

[0011] On the other hand, a vehicle control device is provided, the device comprising:

[0012] The parameter acquisition module is used to acquire vehicle operating parameters, which are used to indicate the state of the first vehicle during operation. The vehicle operating parameters include the wheel speed of each wheel in the first vehicle and the steering wheel angle.

[0013] The slippage type determination module is used to determine the slippage type corresponding to the slippage event based on the wheel speed and the steering wheel angle when the first vehicle experiences a slippage event.

[0014] A torque distribution determination module is used to obtain a torque distribution result based on the slippage type, and the torque distribution result is used to indicate the adjustment of the torque of each wheel in the first vehicle;

[0015] The control module is used to control the first vehicle to recover from a slipping state to a stable driving state based on the torque distribution result.

[0016] In an optional embodiment, the slippage type determination module is further configured to: determine a steering threshold based on the steering wheel angle, wherein the steering threshold is used to eliminate the influence of the first vehicle's steering event on the determination of the slippage type; obtain a preset threshold set, wherein the threshold set includes a first threshold and a second threshold, wherein the first threshold and the second threshold are used to divide wheel speed ranges to determine the slippage type, wherein the wheel speed range refers to the range to which the wheel speed belongs; determine a third threshold based on the sum of the steering threshold and the first threshold; and determine the slippage type corresponding to the slippage event based on the magnitude relationship between the wheel speed and the second threshold and the third threshold.

[0017] In an optional embodiment, the vehicle operating parameters include the driving mode of the first vehicle;

[0018] The slippage type determination module is also used to obtain a steering wheel mapping threshold table, which contains a correspondence between the steering wheel angle, the driving mode, and the steering threshold; and to determine the steering threshold from the steering wheel mapping threshold table based on the driving mode and the steering wheel angle.

[0019] In an optional embodiment, the wheel speed includes the average speed of the front wheels and the average speed of the rear wheels;

[0020] The slippage type determination module is further configured to: determine the slippage type as a first type in response to the difference between the average speed of the front wheels and the average speed of the rear wheels reaching the third threshold, wherein the first type refers to front wheel slippage of the first vehicle; or determine the slippage type as a second type in response to the difference between the average speed of the rear wheels and the average speed of the front wheels reaching the second threshold, wherein the second type refers to rear wheel slippage of the first vehicle; or determine the slippage type as a third type in response to the difference between the average speed of the front wheels and the average speed of the rear wheels not reaching the third threshold and the difference between the average speed of the rear wheels and the average speed of the front wheels not reaching the second threshold, wherein the third type refers to simultaneous slippage of both the front and rear wheels of the first vehicle.

[0021] In an optional embodiment, the vehicle operating parameters include the driving mode of the first vehicle;

[0022] The torque distribution determination module is further configured to, in response to the slippage event corresponding to a slippage type of either a first type or a second type, and the duration of the slippage event reaching a preset duration threshold, acquire a torque change rate, wherein the torque change rate is used to indicate the magnitude of torque adjustment to each wheel in the first vehicle; wherein the first type refers to front wheel slippage of the first vehicle, and the second type refers to rear wheel slippage of the first vehicle; acquire a preset torque distribution mapping table, wherein the torque distribution mapping table corresponds to the slippage type, the driving mode, and the torque distribution ratio; determine a corresponding first torque distribution ratio from the torque distribution mapping table based on the driving mode and the slippage type; and determine the torque distribution result based on the first torque distribution ratio, wherein the torque distribution result includes the magnitude of torque distributed to each wheel in the first vehicle.

[0023] In an optional embodiment, the torque distribution determination module is further configured to, when the slippage type corresponding to the slippage event is the first type or the second type, collect the slip ratio of the first vehicle, the slip ratio being used to determine the total torque when torque is distributed to each wheel of the first vehicle; and determine the torque distribution result based on the total torque corresponding to the slip ratio and the first torque distribution ratio.

[0024] In an optional embodiment, the torque distribution determination module is further configured to, in response to the slippage event corresponding to the slippage type being a third type, obtain a second torque distribution ratio based on the third type; wherein, the third type refers to the simultaneous slippage of the front and rear wheels of the first vehicle; collect the slip ratio of the first vehicle, the slip ratio being used to determine the total torque when distributing torque to each wheel of the first vehicle; and determine the torque distribution result based on the total torque corresponding to the slip ratio and the second torque distribution ratio.

[0025] In an optional embodiment, the torque distribution determination module is further configured to determine the proportional adjustment weight corresponding to each wheel based on the wheel speed of each wheel in the first vehicle; adjust the second torque distribution ratio based on the proportional adjustment weight to obtain a third torque distribution ratio; and determine the torque distribution result based on the total torque corresponding to the slip ratio and the third torque distribution ratio.

[0026] In an optional embodiment, the vehicle operating parameters indicate that the driving mode of the first vehicle is a first driving mode;

[0027] The control module is further configured to obtain a first torque distribution range based on the first driving mode, the first torque distribution range being used to indicate the range of torque adjustment for each wheel of the first vehicle in the first driving mode; in response to the torque distribution result belonging to the first torque distribution range, control the first vehicle based on the torque distribution result; in response to the torque distribution result not belonging to the first torque distribution range, control the first vehicle based on a second driving mode, the second driving mode being different from the first driving mode.

[0028] On the other hand, a computer device is provided, the computer device including a processor and a memory, the memory storing at least one instruction, at least one program, code set or instruction set, the at least one instruction, the at least one program, the code set or instruction set being loaded and executed by the processor to implement the vehicle control method as described in any of the embodiments of this application above.

[0029] On the other hand, a computer-readable storage medium is provided, wherein at least one instruction, at least one program, code set, or instruction set is stored therein, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement the vehicle control method as described in any of the embodiments of this application above.

[0030] On the other hand, a computer program product or computer program is provided, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the vehicle control methods described in the above embodiments.

[0031] The beneficial effects of the technical solutions provided in this application include at least the following:

[0032] It can analyze wheel speed and steering wheel angle information collected during vehicle operation to determine whether a skid event has occurred and the corresponding type of skid. Based on the skid type, it automatically selects the most appropriate vehicle control strategy. That is, it determines the specific distribution method of torque adjustment to each wheel based on the skid type, thereby achieving precise vehicle control, effectively improving the vehicle's handling of skid events, helping the vehicle to quickly restore stability, and reducing the probability of safety accidents. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying 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.

[0034] Figure 1 This is a schematic diagram of a vehicle control system provided in an exemplary embodiment of this application;

[0035] Figure 2 This is a flowchart of a vehicle control method provided in an exemplary embodiment of this application;

[0036] Figure 3 This is a structural block diagram of a vehicle control device provided in an exemplary embodiment of this application;

[0037] Figure 4 This is a structural block diagram of a computer device provided in an exemplary embodiment of this application. Detailed Implementation

[0038] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0039] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0040] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0041] It should be noted that all information and data involved in this application are authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0042] It should be understood that although the terms first, second, etc., may be used in this application to describe various information, this information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, a first parameter may also be referred to as a second parameter, and similarly, a second parameter may also be referred to as a first parameter. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0043] First, a brief introduction to the terms used in the embodiments of this application:

[0044] Torque: Also known as torque, it is a concept in physics that describes the ability of a force to produce a rotational effect on an object. In automotive engineering, torque specifically refers to the rotational torque on the engine output shaft, which is a parameter for measuring engine performance. The effects of torque in automobiles are as follows: (1) Acceleration performance: The greater the torque, the more power the engine can provide at low speeds, which helps the vehicle accelerate quickly from a standstill; (2) Climbing ability: High-torque engines can provide stronger power when climbing hills or towing heavy objects, etc.

[0045] In this application, by adjusting the torque output to each wheel, when the vehicle slips, the torque output to the slipping wheel is reduced, and the torque output to the non-slipping wheel is increased, so as to ensure the stability of the vehicle and get out of the slipping state. The specific torque distribution result is determined based on the slipping type corresponding to the slipping situation.

[0046] Slip ratio: Slip ratio is a parameter describing the degree of slippage between a vehicle tire and the road surface during driving. It is commonly used to measure the friction between the tire and the road surface and is an important indicator in vehicle dynamic stability analysis. The formula for calculating slip ratio is as follows: Slip ratio = (Actual tire travel distance - Theoretical tire rolling distance) / Theoretical tire rolling distance.

[0047] The actual distance traveled by a tire refers to the distance a vehicle actually moves within a certain period of time; the theoretical rolling distance of a tire refers to the distance traveled based on the tire's circumference if the tire does not slip.

[0048] The slip ratio typically ranges from 0 to 1. A slip ratio of 0 indicates that the tire does not slip and the vehicle travels entirely by the rolling of the tire; a slip ratio of 1 indicates that the tire slips completely and does not provide any forward force.

[0049] In vehicle control systems, slip ratio is a critical monitoring parameter because it directly affects vehicle traction, braking performance, and handling stability. For example, an excessively high slip ratio can lead to loss of vehicle control, especially on slippery surfaces. Therefore, this application uses slip ratio as a reference for torque distribution results, determining the proportion of engine output torque distributed to each wheel of the vehicle based on the slip ratio to maintain vehicle stability and safety.

[0050] If the road surface is wet or the friction between the tires and the road surface is insufficient while the vehicle is in motion, the vehicle may skid. Skidding not only reduces the vehicle's stability but can also lead to a series of safety accidents, posing a threat to the safety of the driver and passengers.

[0051] In related technologies, various types of sensors are typically installed on vehicles to effectively monitor and prevent potential skidding during driving. These sensors can monitor the vehicle's driving status and the actual road conditions in real time, thereby accurately analyzing whether skidding has occurred. Once skidding is detected, the vehicle system will automatically take corresponding measures, such as decelerating or applying braking force to the wheels, to quickly restore the vehicle's stability.

[0052] However, the relevant technologies have certain limitations in dealing with slippage. When dealing with vehicle slippage, they mainly rely on the response speed and computing power of the vehicle system. Furthermore, when a vehicle slips, the system usually takes uniform measures to deal with it.

[0053] There are various types of vehicle skidding events, such as front wheel skidding, rear wheel skidding, or both front and rear wheel skidding. While these methods can reduce the risks associated with skidding to some extent, they cannot provide customized control solutions for different skidding situations. In the face of complex and changing driving environments and skidding types, they may not offer the optimal control strategy and are ineffective in restoring the vehicle to stability from a skidding state.

[0054] This application provides a vehicle control method that analyzes wheel speed and steering wheel angle information collected during vehicle operation to determine whether a vehicle slippage event has occurred, and the corresponding slippage type when the vehicle slips. Based on the slippage type, it automatically selects the most suitable control strategy. Specifically, it determines the specific torque distribution method for each wheel based on the slippage type, thereby achieving precise vehicle control, effectively improving the vehicle's handling of slippage events, helping the vehicle quickly regain stability, and reducing the probability of accidents. Furthermore, when there is a mismatch between the vehicle's driving mode and the torque distribution method, it can automatically control the vehicle to drive in a preset driving mode. It can also provide a default control scheme for the vehicle in complex slippage situations and generate vehicle control strategies in a timely manner.

[0055] Figure 1 This is a schematic diagram of a vehicle control system provided in an exemplary embodiment of this application, wherein the first vehicle 100 includes a plurality of control units 110 for collecting vehicle operating parameters during the driving process of the first vehicle 100.

[0056] For example, the multiple control units 110 include an Electronic Stability Control (ESC), an Engine Management System (EMS), and a Transmission Control Unit (TCU). The multiple control units 110 collect parameters such as vehicle speed, wheel speed of each wheel, steering wheel angle, engine output torque, vehicle driving mode, front wheel angle, yaw rate, longitudinal acceleration, vehicle acceleration gear, and road slope, and send the parameters to the vehicle terminal 120 via CAN signal (Controller Area Network).

[0057] Among them, the first vehicle 100 is a four-wheel drive control vehicle, which refers to a vehicle equipped with a four-wheel drive system. The four-wheel drive system can distribute the engine power to the four wheels to improve the vehicle's traction and stability. The on-board terminal 120 can control the four-wheel drive torque of the first vehicle 100 (i.e., the torque distributed to the four wheels).

[0058] After acquiring the vehicle operating parameters, the vehicle terminal 120 determines whether the first vehicle 100 has slipped based on the vehicle operating parameters. When it is determined that the first vehicle 100 has slipped, the type of slipping event is determined based on the wheel speed of each wheel and the steering wheel angle in the vehicle operating parameters.

[0059] Among them, the types of slippage events include the following: (1) Type 1: Only the front wheel of the first vehicle 100 slips; (2) Type 2: Only the rear wheel of the first vehicle 100 slips; (3) Type 3: The front and rear wheels of the first vehicle 100 slip at the same time.

[0060] The number of slipping wheels in each type can be arbitrary. For example, there is a special case in the third type, cross slip, that is, the left front wheel and the right rear wheel of the first vehicle 100 slip, or the right front wheel and the left rear wheel of the first vehicle 100 slip.

[0061] After determining the slip type of the slip event, a preset torque distribution result can be obtained based on the slip type by looking up a table. The torque distribution result is used to indicate the adjustment of the torque of each wheel in the first vehicle 100. That is, the torque distribution result indicates the amount of torque allocated to each wheel in the first vehicle 100.

[0062] The vehicle terminal 120 controls the first vehicle 100 based on the torque distribution result, so that the first vehicle 100 is out of the slippage situation. In some embodiments, since the first vehicle 100 has a corresponding driving mode when driving on the road (e.g., in the economy mode, the acceleration performance of the first vehicle 100 is reduced and the amount of torque distributed to each wheel is limited), when the driving mode of the first vehicle 100 cannot meet the range of torque distributed to each wheel indicated by the torque distribution result, the vehicle terminal 120 will issue a prompt, prompting the driver to change the driving mode of the first vehicle 100 to the target mode (e.g., off-road mode).

[0063] In some embodiments, the first vehicle 100 may automatically switch the driving mode to the target mode to reduce the duration of the skid event, improve safety during the driving of the first vehicle 100, and avoid more serious skid events caused by improper operation by the driver or failure to notice the prompts in time.

[0064] Based on the above-described terminology and application scenarios, the vehicle control method provided in this application will be explained. In this embodiment, the method is illustrated by example, with the method executed by the on-board terminal of the first vehicle. Figure 2 As shown, Figure 2 This is a flowchart of a vehicle control method provided in an exemplary embodiment of this application. The method includes the following steps.

[0065] Step 210: Obtain vehicle operating parameters.

[0066] Among them, the vehicle operating parameters are used to indicate the operating status of the first vehicle.

[0067] The first vehicle contains multiple control units, which are used to send the values ​​of the vehicle operating parameters collected during the first vehicle's operation to the on-board terminal. The on-board terminal then determines whether the first vehicle has experienced a skidding event based on the vehicle operating parameters.

[0068] For example, multiple control units include an Electronic Stability Control Unit (ESC), an Engine Management Unit (EMS), and a Transmission Control Unit (TCU). These control units collect vehicle operating parameters and send the parameters to the on-board terminal via CAN signals.

[0069] A skidding event refers to a situation where the first vehicle skids when the friction between its wheels and the ground decreases to a preset threshold during its operation.

[0070] Optionally, vehicle operating parameters include, but are not limited to: vehicle speed, wheel speed of each wheel, steering wheel angle, engine output torque, vehicle driving mode, front wheel angle, yaw rate, longitudinal acceleration, vehicle acceleration gear, and road slope.

[0071] In some embodiments, the first vehicle also includes a variety of sensors, such as sensors for collecting vehicle speed and sensors for collecting road conditions. The various sensors in the first vehicle collect data corresponding to the vehicle's operating parameters during the first vehicle's operation and send them to the vehicle terminal.

[0072] Step 220: In the event of a skidding event in the first vehicle, determine the type of skidding event based on the wheel speed and steering wheel angle.

[0073] Optionally, the vehicle operating parameters include multiple parameters. Whether a skidding event has occurred in the first vehicle is determined based on whether each parameter in the vehicle operating parameters meets preset skidding conditions. The preset skidding conditions refer to a first preset ratio where the ratio of parameter types meeting the preset skidding conditions to all parameter types reaches a first preset ratio.

[0074] For example, if the first preset ratio is 1 / 3, the number of parameter types that meet the preset slippage conditions is 3, and there are a total of 9 parameters in the vehicle operation parameters, then 3 / 9 = 1 / 3, reaching the first preset ratio, the first vehicle experiences a slippage event.

[0075] For example, the preset slip conditions include, but are not limited to, at least one of the following:

[0076] 1. The change in vehicle speed within a unit of time is greater than the preset first range: For example, if the vehicle speed suddenly decreases while the engine speed remains unchanged or increases, it indicates that there may be wheel slippage.

[0077] 2. The difference between the wheel speeds of each wheel reaches a preset difference threshold: By comparing the speeds of each wheel, if the speed of one or more wheels is significantly higher than that of other wheels, especially during acceleration, it indicates that wheel slippage may occur.

[0078] 3. Steering wheel angle is greater than the preset angle threshold: Steering wheel angle refers to the angle between the initial position and the current position of the steering wheel, representing the difference between the direction of the steering wheel and the direction of the first vehicle's travel.

[0079] 4. The relationship between engine output torque and vehicle speed is not positively correlated: If the engine output torque increases but the vehicle speed does not increase accordingly, it indicates that wheel slippage may occur.

[0080] 5. The vehicle's slip ratio is greater than the preset slip ratio threshold: The vehicle's traction control system monitors the slip ratio of each wheel in real time. The slip ratio reflects the friction state between the wheel and the road surface. When the slip ratio of a wheel exceeds the preset slip ratio threshold, it means that the friction between the wheel and the road surface is insufficient to support the wheel to roll at a normal speed, and there may be slippage.

[0081] 6. The front wheel turning angle of the vehicle is greater than the preset turning angle threshold: If the direction of the front wheel turning angle is inconsistent with the actual driving direction of the vehicle, it indicates that the wheels may be slipping.

[0082] 7. The change in vehicle yaw rate per unit time is greater than the preset second range: For example, if the value of vehicle yaw rate suddenly increases, it indicates that there may be wheel slippage.

[0083] 8. The decrease in longitudinal acceleration per unit time is greater than the preset third amplitude: For example, if the longitudinal acceleration suddenly decreases while the engine is still providing power, it indicates that there may be wheel slippage.

[0084] 9. The slope of the road where the vehicle is located reaches the preset slope threshold: If the vehicle speed or engine torque does not change accordingly on uphill or downhill sections, it indicates that the wheels may be slipping.

[0085] After determining that the first vehicle has experienced a skidding event, the type of skidding event is determined based on the vehicle's operating parameters, which include the wheel speed of each wheel in the first vehicle and the steering wheel angle.

[0086] Optionally, a steering threshold is determined based on the steering wheel angle. The steering threshold is used to eliminate the influence of the steering event of the first vehicle on the determination of the slip type.

[0087] When the first vehicle experiences a steering event (e.g., turning, U-turn, etc.), the steering wheel angle (the angle between the steering wheel and the direction of travel) may exceed a preset angle threshold.

[0088] Optionally, the vehicle operating parameters also include the driving mode of the first vehicle.

[0089] Obtain the steering wheel mapping threshold table, which contains the corresponding relationships between steering wheel angle, driving mode, and steering threshold.

[0090] The steering threshold is determined from the steering wheel mapping threshold table based on the driving mode and steering wheel angle.

[0091] The steering wheel mapping threshold table has multiple preset values ​​for steering thresholds. The steering wheel angle and driving mode are used as indexes, and the corresponding steering angle threshold is selected from the steering wheel mapping threshold table according to the value of the steering wheel angle and the type of driving mode.

[0092] For example, the driving modes of the first vehicle include, but are not limited to, the following.

[0093] (1) ECO (Economy) Mode: Turning on ECO mode can reduce vehicle fuel consumption and exhaust emissions. ECO mode has relatively poor acceleration performance, so it is recommended to turn off ECO mode when rapid acceleration or overtaking is required.

[0094] (2) Normal Default Driving Mode / Balanced Driving Mode: The default driving mode when the vehicle leaves the factory, designed to provide a balanced driving experience suitable for most situations in daily driving. In Normal mode, the vehicle's power output, fuel consumption, suspension and steering are set to moderate, which ensures responsiveness during acceleration while avoiding overly aggressive acceleration, making driving smoother.

[0095] (3) Sport Mode: By increasing engine speed, this mode ensures sufficient torque for rapid start-stop. The vehicle also adjusts the suspension, throttle response, and engine air intake to enhance support and responsiveness. Sport mode is suitable for overtaking on hills or at high speeds, but it also increases fuel consumption. Using Sport mode during high-speed cruising is not recommended as it increases engine load and temperature, leading to accelerated wear.

[0096] (4) Off-Road Mode: Designed to handle unpaved roads or harsh road conditions, it improves the vehicle's passability and stability on rough, muddy or slippery roads by adjusting the vehicle's electronic stability system, traction control system, suspension system, power output and braking system.

[0097] A preset threshold set is obtained, which includes a first threshold and a second threshold. The thresholds in the threshold set are used to classify the slippage type corresponding to the slippage event. That is, the first threshold and the second threshold are used to divide the wheel speed range to determine the slippage type, where the wheel speed range refers to the range to which the wheel speed belongs.

[0098] The third threshold is determined based on the sum of the turning threshold and the first threshold.

[0099] Optionally, the slippage type corresponding to the slippage event can be determined based on the relationship between wheel speed and the second and third thresholds.

[0100] Wheel speed includes the average speed of the front wheels and the average speed of the rear wheels. The average speed of the front wheels refers to the average speed of the left and right front wheels, and the average speed of the rear wheels refers to the average speed of the left and right rear wheels.

[0101] Optionally, when determining the slippage type based on the relationship between wheel speed and the second and third thresholds, the following situations are included.

[0102] 1. In response to the difference between the average speed of the front wheels and the average speed of the rear wheels reaching the third threshold, the slippage type is determined to be the first type, which refers to the slippage of the front wheels of the first vehicle.

[0103] The first type includes several scenarios: only the left front wheel slips, only the right front wheel slips, and both the left and right front wheels slip simultaneously.

[0104] 2. In response to the difference between the average speed of the rear wheels and the average speed of the front wheels reaching a second threshold, the slippage type is determined to be the second type, which refers to the rear wheel slippage of the first vehicle.

[0105] The second type includes several scenarios: only the left rear wheel slips, only the right rear wheel slips, and both the left and right rear wheels slip simultaneously.

[0106] 3. In response to the fact that the difference between the average speed of the front wheel and the average speed of the rear wheel does not reach the third threshold, and the difference between the average speed of the rear wheel and the average speed of the front wheel does not reach the second threshold, the slippage type is determined to be the third type, which means that the front and rear wheels of the first vehicle slip simultaneously.

[0107] The third type, also known as cross-axle slippage, includes several situations: slippage between the left front wheel and the left rear wheel, slippage between the left front wheel and the right rear wheel, slippage between the right front wheel and the left rear wheel, and slippage between the right front wheel and the right rear wheel.

[0108] In some embodiments, the three types can be further divided based on the wheel speed of each wheel. For example, if the slippage type is determined to be the first type and the speed difference between the left front wheel and the right front wheel does not exceed the preset first wheel speed difference threshold, it means that the left front wheel and the right front wheel slip at the same time. If the speed of one front wheel exceeds the speed of the other front wheel by a difference exceeding the preset first speed difference threshold, it means that only the left front wheel slips, and so on.

[0109] Step 230: Obtain torque distribution results based on slippage type. The torque distribution results are used to indicate the adjustment of torque for each wheel in the first vehicle.

[0110] Among them, the vehicle operating parameters include the driving mode of the first vehicle.

[0111] For example, the driving modes of the first vehicle include, but are not limited to, the following: (1) ECO energy-saving mode / economic mode; (2) Normal default driving mode / balanced driving mode; (3) Sport mode; (4) Off-Road mode.

[0112] Optionally, in response to the slippage event corresponding to the slippage type being either the first type or the second type, and the duration of the slippage event reaching a preset duration threshold, the torque change rate is obtained, and the torque change rate is used to indicate the magnitude of torque adjustment for each wheel in the first vehicle.

[0113] The first type refers to the front wheels of the first vehicle slipping, and the second type refers to the rear wheels of the first vehicle slipping.

[0114] During the timing process, the type of slippage event remains unchanged to avoid misjudging detected slippage events.

[0115] For example, taking a skid event as the first type, the preset duration threshold is 5 seconds. Starting from the first moment 10:00:00, if a skid event is detected in the first vehicle and the skid event type is the first type, the timer will start.

[0116] If no skidding event is detected in the first vehicle at the second time 10:00:03, the duration between the first and second times is 3 seconds, which does not reach the preset duration threshold of 5 seconds. This indicates that the skidding event of the first vehicle has ended, or that there is an error in the detection.

[0117] If, at the second time of 10:00:03, the slippage event type of the first vehicle changes to the second type, and the duration between the first and second times is 3 seconds, which does not reach the preset duration threshold of 5 seconds, it indicates that the slippage event of the first type has ended, or that there is an error in the detection. It is necessary to re-determine the slippage type of the first vehicle and restart the timing.

[0118] If the slippage event of the first vehicle is still of type 1 at the third time 10:00:05, and the slippage type of the slippage event of the first vehicle has not changed during the time period between the first time and the second time, then the duration between the first time and the second time is 5 seconds, which reaches the preset duration threshold of 5 seconds. It is determined that the first vehicle is stably in a slippage state and the slippage event is type 1. At this time, the torque change rate is acquired.

[0119] The rate of torque change refers to the rate at which wheel torque increases or decreases per unit time. The duration of a slippage event begins timing from the detection of a first-type or second-type slippage event on the first vehicle. When the timing reaches a preset duration threshold, a torque distribution strategy to address the slippage event is determined.

[0120] For example, when the slippage time corresponds to the slippage type 1 and the left front wheel of the first vehicle slips, the torque distribution result obtained in response to this slippage event indicates that the torque to the left front wheel is reduced by 10 units and the torque to the right front wheel is increased by 20 units, with a torque change rate of 5 / s for both the left and right front wheels. That is, the torque is adjusted to decrease at a rate of 5 units per second for the left front wheel and to increase at a rate of 5 units per second for the right front wheel.

[0121] Optionally, the methods for obtaining the rate of torque change include, but are not limited to, the following.

[0122] 1. Obtain a preset torque change rate lookup table. The torque change rate lookup table contains the correspondence between torque change rate and slippage type. Based on the slippage type, index the torque change rate that matches the current slippage type from the lookup table.

[0123] For example, the first type includes three branches: left front wheel slippage, right front wheel slippage, and simultaneous slippage of the left and right front wheels. The torque change rate comparison table includes the torque change rates V1, V2, and V3 corresponding to each type branch.

[0124] 2. Determine the rate of torque change based on vehicle operating parameters and slippage type.

[0125] For example, vehicle operating parameters include vehicle speed, wheel speed, and driving mode. The driving mode is converted into the first weight, and the slippage type is converted into the second weight. The torque change rate is determined by weighting the first weight, the second weight, the vehicle speed, and the wheel speed.

[0126] Obtain the preset torque distribution mapping table, which contains the correspondence between slippage type, driving mode and torque distribution ratio.

[0127] The corresponding first torque distribution ratio is determined from the torque distribution map based on the driving mode and slippage type.

[0128] The torque distribution result is determined based on the first torque distribution ratio, and the torque distribution result includes the magnitude of the torque distributed to each wheel in the first vehicle.

[0129] For example, when the slippage event corresponds to either type one or type two, the slip ratio of the first vehicle is collected. The slip ratio is used to determine the total torque when distributing torque to each wheel of the first vehicle. The torque distribution result is determined based on the total torque corresponding to the slip ratio and the first torque distribution ratio.

[0130] Optionally, in response to a slippage event corresponding to a third type of slippage, a second torque distribution ratio is obtained based on the third type. The third type refers to the simultaneous slippage of both the front and rear wheels of the first vehicle.

[0131] For example, the second torque distribution ratio is a preset distribution ratio of 50:50, that is, the torque distributed to the front wheels and the rear wheels is the same.

[0132] The slip ratio of the first vehicle is collected, and the slip ratio is used to determine the total torque when distributing torque to each wheel of the first vehicle.

[0133] The torque distribution result is determined based on the total torque corresponding to the slip ratio and the second torque distribution ratio.

[0134] For example, if the slippage event is of type three, in which the left front wheel and right rear wheel of the first vehicle slip, and the slip ratio of the left front wheel exceeds a preset threshold, and the torque distribution ratio indicated in the second torque distribution ratio is 50:50 for the right front wheel and left rear wheel, then the torque distribution ratio for the right front wheel of the first vehicle is adjusted upward based on the slip ratio to be 50+5=55, and the torque distribution result indicates that the torque distribution ratio for the right front wheel and left rear wheel is 55:45.

[0135] In some embodiments, the torque distribution ratio can also be adjusted based on vehicle operating parameters. For example, the proportional adjustment weight for each wheel is determined based on the wheel speed of each wheel in the first vehicle. The second torque distribution ratio is adjusted based on the proportional adjustment weights to obtain a third torque distribution ratio. The torque distribution result is determined based on the total torque corresponding to the slip ratio and the third torque distribution ratio.

[0136] The slip ratio is collected in real time during the first vehicle's operation. A preset total torque lookup table contains the correspondence between slip ratio and total torque. The total torque is determined from the total torque lookup table based on the slip ratio.

[0137] For example, the wheel speeds of the first vehicle are as follows: the speed of the left front wheel is 40, the speed of the right front wheel is 60, the speed of the left rear wheel is 50, and the speed of the right rear wheel is 50. The proportional adjustment weight of each wheel is determined based on the ratio between the wheel speeds of each vehicle. The unit of wheel speed is km / h.

[0138] For example, the average speed of each wheel is (40+60+50+50) / 4 = 200 / 4 = 50, and the proportional adjustment weight for each wheel is the ratio of the wheel speed to the average wheel speed.

[0139] The weighting for adjusting the proportions of the left front wheel is 40 / 50 = 0.8, the weighting for adjusting the proportions of the right front wheel is 60 / 50 = 1.2, the weighting for adjusting the proportions of the left rear wheel is 50 / 50 = 1, and the weighting for adjusting the proportions of the right front wheel is 50 / 50 = 1.

[0140] The second torque distribution ratio is 50:50:60:40 (left front wheel: right front wheel: left rear wheel: right rear wheel). Based on the weighted product between the ratio adjustment weight and the second torque distribution ratio, the third torque distribution ratio is determined as: 50*0.8:50*1.2:60*1:40*1=40:60:60:40.

[0141] If the total torque corresponding to the slip ratio is 1000, then the torque distribution result is: 200:300:300:200, that is, 200 units of torque are distributed to the left front wheel, 300 units of torque are distributed to the right front wheel, 300 units of torque are distributed to the left rear wheel, and 200 units of torque are distributed to the right rear wheel.

[0142] Step 240: Based on the torque distribution results, control the first vehicle to recover from the slipping state to a stable driving state.

[0143] Among them, the vehicle operating parameters indicate that the driving mode of the first vehicle is the first driving mode.

[0144] Optionally, a first torque distribution range is obtained based on a first driving mode, the first torque distribution range being used to indicate the range of torque adjustment for each wheel of the first vehicle in the first driving mode.

[0145] In response to the torque distribution result falling within the first torque distribution range, the first vehicle is controlled based on the torque distribution result.

[0146] For example, the first torque distribution range corresponding to the first driving mode is [400, 200, 500, 300], that is, the torque output by the engine to the left front wheel does not exceed 400 units, the torque output to the right front wheel does not exceed 200 units, the torque output to the left rear wheel does not exceed 500 units, and the torque output to the right rear wheel does not exceed 300 units.

[0147] The torque distribution result is [350, 200, 450, 200]. The torque distributed to each wheel does not exceed the torque indicated by the first torque distribution range. Based on the torque distribution result, the torque is distributed to each wheel and the first vehicle is controlled to recover from the slipping state to the stable driving state.

[0148] In response to a torque distribution result that does not fall within the first torque distribution range, the first vehicle is controlled based on a second driving mode, which is different from the first driving mode.

[0149] The torque distribution result is [400, 250, 450, 200]. The torque of 250 distributed to the right front wheel exceeds the torque of 200 indicated by the first torque distribution range, so the first vehicle is controlled based on the second driving mode.

[0150] For example, the driving modes of the first vehicle include, but are not limited to, the following: (1) ECO energy-saving mode / economic mode; (2) Normal default driving mode / balanced driving mode; (3) Sport mode; (4) Off-Road mode.

[0151] The first driving mode is any one of ECO mode, Normal mode, and Sport mode. The second driving mode is Off-Road mode.

[0152] The second torque distribution range corresponding to the second driving mode is the largest among all driving modes. In other words, the upper limit of the torque provided by the second torque distribution range can meet the torque distribution needs of the first vehicle to each vehicle when dealing with slippage events.

[0153] For example, the second torque distribution range is [500, 300, 500, 400], which can meet the torque distribution requirements indicated by the torque distribution results [400, 250, 450, 200].

[0154] In summary, the vehicle control method provided in this application can analyze the wheel speed and steering wheel angle information collected during vehicle operation to determine whether a vehicle slippage event has occurred and the corresponding slippage type. Based on the slippage type, it automatically selects the most suitable vehicle control strategy. That is, it determines the specific distribution method for torque adjustment to each wheel based on the slippage type, thereby achieving precise vehicle control, effectively improving the vehicle's handling of slippage events, helping the vehicle quickly restore stability, and reducing the probability of safety accidents.

[0155] Figure 3 This is a structural block diagram of a vehicle control device provided in an exemplary embodiment of this application, such as... Figure 3 As shown, the device includes the following parts.

[0156] The parameter acquisition module 310 is used to acquire vehicle operating parameters, which are used to indicate the state of the first vehicle during operation. The vehicle operating parameters include the wheel speed of each wheel in the first vehicle and the steering wheel angle.

[0157] The slippage type determination module 320 is used to determine the slippage type corresponding to the slippage event based on the wheel speed and the steering wheel angle when the first vehicle experiences a slippage event.

[0158] The torque distribution determination module 330 is used to obtain a torque distribution result based on the slippage type, and the torque distribution result is used to indicate the adjustment of the torque of each wheel in the first vehicle;

[0159] The control module 340 is used to control the first vehicle to recover from a slipping state to a stable driving state based on the torque distribution result.

[0160] In an optional embodiment, the slippage type determination module 320 is further configured to: determine a steering threshold based on the steering wheel angle, wherein the steering threshold is used to eliminate the influence of the steering event of the first vehicle on the determination of the slippage type; obtain a preset threshold set, wherein the threshold set includes a first threshold and a second threshold, wherein the first threshold and the second threshold are used to divide wheel speed ranges to determine the slippage type, wherein the wheel speed range refers to the range to which the wheel speed belongs; determine a third threshold based on the sum of the steering threshold and the first threshold; and determine the slippage type corresponding to the slippage event based on the magnitude relationship between the wheel speed and the second threshold and the third threshold.

[0161] In an optional embodiment, the vehicle operating parameters include the driving mode of the first vehicle;

[0162] The slippage type determination module 320 is also used to obtain a steering wheel mapping threshold table, which contains a correspondence between the steering wheel angle, the driving mode, and the steering threshold; and to determine the steering threshold from the steering wheel mapping threshold table based on the driving mode and the steering wheel angle.

[0163] In an optional embodiment, the wheel speed includes the average speed of the front wheels and the average speed of the rear wheels;

[0164] The slippage type determination module 320 is further configured to: determine the slippage type as a first type in response to the difference between the average speed of the front wheels and the average speed of the rear wheels reaching the third threshold, wherein the first type refers to front wheel slippage of the first vehicle; or determine the slippage type as a second type in response to the difference between the average speed of the rear wheels and the average speed of the front wheels reaching the second threshold, wherein the second type refers to rear wheel slippage of the first vehicle; or determine the slippage type as a third type in response to the difference between the average speed of the front wheels and the average speed of the rear wheels not reaching the third threshold and the difference between the average speed of the rear wheels and the average speed of the front wheels not reaching the second threshold, wherein the third type refers to simultaneous slippage of the front and rear wheels of the first vehicle.

[0165] In an optional embodiment, the vehicle operating parameters include the driving mode of the first vehicle;

[0166] The torque distribution determination module 330 is further configured to, in response to the slippage event corresponding to a slippage type of either a first type or a second type, and the duration of the slippage event reaching a preset duration threshold, acquire a torque change rate, wherein the torque change rate is used to indicate the magnitude of torque adjustment to each wheel in the first vehicle; wherein the first type refers to front wheel slippage of the first vehicle, and the second type refers to rear wheel slippage of the first vehicle; acquire a preset torque distribution mapping table, wherein the torque distribution mapping table corresponds to the slippage type, the driving mode, and the torque distribution ratio; determine a corresponding first torque distribution ratio from the torque distribution mapping table based on the driving mode and the slippage type; and determine the torque distribution result based on the first torque distribution ratio, wherein the torque distribution result includes the magnitude of torque distributed to each wheel in the first vehicle.

[0167] In an optional embodiment, the torque distribution determination module 330 is further configured to, when the slip type corresponding to the slip event is the first type or the second type, collect the slip ratio of the first vehicle, the slip ratio being used to determine the total torque when torque is distributed to each wheel of the first vehicle; and determine the torque distribution result based on the total torque corresponding to the slip ratio and the first torque distribution ratio.

[0168] In an optional embodiment, the torque distribution determination module 330 is further configured to, in response to the slippage event corresponding to the slippage type being a third type, obtain a second torque distribution ratio based on the third type; wherein, the third type refers to the simultaneous slippage of the front and rear wheels of the first vehicle; collect the slip ratio of the first vehicle, the slip ratio being used to determine the total torque when distributing torque to each wheel of the first vehicle; and determine the torque distribution result based on the total torque corresponding to the slip ratio and the second torque distribution ratio.

[0169] In an optional embodiment, the torque distribution determination module 330 is further configured to determine the proportional adjustment weight corresponding to each wheel based on the wheel speed of each wheel in the first vehicle; adjust the second torque distribution ratio based on the proportional adjustment weight to obtain a third torque distribution ratio; and determine the torque distribution result based on the total torque corresponding to the slip ratio and the third torque distribution ratio.

[0170] In an optional embodiment, the vehicle operating parameters indicate that the driving mode of the first vehicle is a first driving mode;

[0171] The control module 340 is further configured to obtain a first torque distribution range based on the first driving mode, the first torque distribution range being used to indicate the range of torque adjustment for each wheel of the first vehicle in the first driving mode; control the first vehicle based on the torque distribution result if the torque distribution result belongs to the first torque distribution range; and control the first vehicle based on a second driving mode if the torque distribution result does not belong to the first torque distribution range, the second driving mode being different from the first driving mode.

[0172] In summary, the vehicle control device provided in this application can analyze the wheel speed and steering wheel angle information collected during vehicle operation to determine whether a skid event has occurred and the corresponding skid type. Based on the skid type, it automatically selects the most suitable vehicle control strategy. That is, it determines the specific distribution method for torque adjustment to each wheel based on the skid type, thereby achieving precise vehicle control, effectively improving the vehicle's handling of skid events, helping the vehicle quickly restore stability, and reducing the probability of safety accidents.

[0173] It should be noted that the vehicle control device provided in the above embodiments is only an example of the division of the above functional modules. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle control device and the vehicle control method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0174] Figure 4 This illustration shows a structural block diagram of a computer device 400 provided in an exemplary embodiment of this application. The computer device 400 may be a smartphone, tablet computer, MP3 player (Moving Picture Experts Group Audio Layer III), MP4 player (Moving Picture Experts Group Audio Layer IV), laptop computer, or desktop computer. The computer device 400 may also be referred to as a user device, portable terminal, laptop terminal, desktop terminal, or other names.

[0175] Typically, computer device 400 includes a processor 401 and a memory 402.

[0176] Processor 401 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 401 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 401 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 401 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 401 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0177] The memory 402 may include one or more computer-readable storage media, which may be non-transitory. The memory 402 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 402 are used to store at least one instruction, which is executed by the processor 401 to implement the vehicle control method provided in the method embodiments of this application.

[0178] In some embodiments, the computer device 400 also includes other components 403, the type and number of which can be selected based on the functional needs of the computer device 400. Those skilled in the art will understand that... Figure 4 The structure shown does not constitute a limitation on computer device 400, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0179] Optionally, the computer-readable storage medium may include: read-only memory (ROM), random access memory (RAM), solid-state drives (SSDs), or optical discs, etc. The random access memory may include resistive random access memory (ReRAM) and dynamic random access memory (DRAM). The sequence numbers of the embodiments in this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0180] This application also provides a computer device, which includes a processor and a memory. The memory stores at least one instruction, at least one program, a code set, or an instruction set. The at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by the processor to implement the vehicle control method as described in any of the above embodiments of this application.

[0181] This application also provides a computer-readable storage medium storing at least one instruction, at least one program, code set, or instruction set, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement the vehicle control method as described in any of the above embodiments of this application.

[0182] This application also provides a computer program product or computer program that includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the vehicle control methods described in the above embodiments.

[0183] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0184] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A vehicle control method, characterized in that, The method includes: The vehicle operating parameters are used to indicate the state of the first vehicle during operation. The vehicle operating parameters include the wheel speed of each wheel in the first vehicle, the steering wheel angle, and the driving mode. In the event of a skidding event in the first vehicle, a steering threshold is determined based on the steering wheel angle. The steering threshold is used to eliminate the influence of the first vehicle's steering event on the determination of the skidding type. Obtain a preset threshold set, which includes a first threshold and a second threshold. The first threshold and the second threshold are used to divide the wheel speed range to determine the slippage type. The wheel speed range refers to the range to which the wheel speed belongs. The third threshold is determined based on the sum of the steering threshold and the first threshold; The slippage type corresponding to the slippage event is determined based on the relationship between the wheel speed and the second threshold and the third threshold. In response to the slippage event corresponding to the slippage type being either the first type or the second type, and the duration of the slippage event reaching a preset duration threshold, the torque change rate is obtained, the torque change rate being used to indicate the magnitude of torque adjustment for each wheel in the first vehicle; wherein, the first type refers to front wheel slippage of the first vehicle, and the second type refers to rear wheel slippage of the first vehicle; Obtain a preset torque distribution mapping table, which contains the corresponding relationship between the slippage type, the driving mode, and the torque distribution ratio. Based on the driving mode and the slippage type, a corresponding first torque distribution ratio is determined from the torque distribution mapping table; The torque distribution result is determined based on the first torque distribution ratio. The torque distribution result is used to indicate the adjustment of the torque of each wheel in the first vehicle. The torque distribution result includes the magnitude of the torque distributed to each wheel in the first vehicle. Based on the torque distribution result, the first vehicle is controlled to recover from the slipping state to a stable driving state.

2. The method according to claim 1, characterized in that, The vehicle operating parameters include the driving mode of the first vehicle; The determination of the steering threshold based on the steering wheel angle includes: Obtain a steering wheel mapping threshold table, which contains the corresponding relationship between the steering wheel angle, the driving mode, and the steering threshold. The steering threshold is determined from the steering wheel mapping threshold table based on the driving mode and the steering wheel angle.

3. The method according to claim 1, characterized in that, The wheel speed includes the average speed of the front wheels and the average speed of the rear wheels; Determining the slippage type corresponding to the slippage event based on the relationship between the wheel speed and the second and third thresholds includes: In response to the difference between the average speed of the front wheels and the average speed of the rear wheels reaching the third threshold, the slippage type is determined to be the first type, where the first type refers to the front wheel slippage of the first vehicle; or, In response to the difference between the average speed of the rear wheels and the average speed of the front wheels reaching the second threshold, the slippage type is determined to be the second type, where the second type refers to rear wheel slippage of the first vehicle; or, In response to the fact that the difference between the average speed of the front wheel and the average speed of the rear wheel does not reach the third threshold, and the difference between the average speed of the rear wheel and the average speed of the front wheel does not reach the second threshold, the slippage type is determined to be the third type, which means that the front and rear wheels of the first vehicle slip simultaneously.

4. The method according to any one of claims 1 to 3, characterized in that, Determining the torque distribution result based on the first torque distribution ratio includes: When the slippage type corresponding to the slippage event is the first type or the second type, the slip ratio of the first vehicle is collected, and the slip ratio is used to determine the total torque when the torque is distributed to each wheel of the first vehicle; The torque distribution result is determined based on the total torque corresponding to the slip ratio and the first torque distribution ratio.

5. The method according to any one of claims 1 to 3, characterized in that, The method further includes: In response to the slippage event corresponding to the slippage type being the third type, a second torque distribution ratio is obtained based on the third type; wherein, the third type refers to the simultaneous slippage of the front and rear wheels of the first vehicle; The slip ratio of the first vehicle is collected, and the slip ratio is used to determine the total torque when the torque is distributed to each wheel of the first vehicle. The torque distribution result is determined based on the total torque corresponding to the slip ratio and the second torque distribution ratio.

6. The method according to claim 5, characterized in that, Determining the torque distribution result based on the total torque corresponding to the slip ratio and the second torque distribution ratio includes: The proportional adjustment weights for each wheel are determined based on the wheel speeds of each wheel in the first vehicle. The second torque distribution ratio is adjusted based on the aforementioned proportional adjustment weight to obtain the third torque distribution ratio; The torque distribution result is determined based on the total torque corresponding to the slip ratio and the third torque distribution ratio.

7. The method according to any one of claims 1 to 3, characterized in that, The vehicle operating parameters indicate that the driving mode of the first vehicle is the first driving mode; The step of controlling the first vehicle to recover from a slipping state to a stable driving state based on the torque distribution result includes: A first torque distribution range is obtained based on the first driving mode, and the first torque distribution range is used to indicate the range of torque adjustment for each wheel of the first vehicle in the first driving mode. In response to the torque distribution result falling within the first torque distribution range, the first vehicle is controlled based on the torque distribution result; The method further includes: In response to the torque distribution result not falling within the first torque distribution range, the first vehicle is controlled based on a second driving mode, which is different from the first driving mode.

8. A vehicle control device, characterized in that, The device includes: The parameter acquisition module is used to acquire vehicle operating parameters, which are used to indicate the state of the first vehicle during operation. The vehicle operating parameters include the wheel speed of each wheel in the first vehicle, the steering wheel angle, and the driving mode. A slippage type determination module is used to determine a steering threshold based on the steering wheel angle when a slippage event occurs in the first vehicle. The steering threshold is used to eliminate the influence of the first vehicle's steering event on the determination of the slippage type. The module also acquires a preset threshold set, which includes a first threshold and a second threshold. The first and second thresholds are used to divide wheel speed ranges to determine the slippage type, where the wheel speed range refers to the range to which the wheel speed belongs. A third threshold is determined based on the sum of the steering threshold and the first threshold. Finally, the slippage type corresponding to the slippage event is determined based on the relationship between the wheel speed and the second and third thresholds. A torque distribution determination module is configured to, in response to the slippage event corresponding to a slippage type of either a first type or a second type, and the duration of the slippage event reaching a preset duration threshold, acquire a torque change rate, wherein the torque change rate is used to indicate the magnitude of torque adjustment for each wheel in the first vehicle; wherein the first type refers to front wheel slippage of the first vehicle, and the second type refers to rear wheel slippage of the first vehicle; acquire a preset torque distribution mapping table, wherein the torque distribution mapping table corresponds to the slippage type, the driving mode, and the torque distribution ratio; determine a corresponding first torque distribution ratio from the torque distribution mapping table based on the driving mode and the slippage type; and determine a torque distribution result based on the first torque distribution ratio, wherein the torque distribution result is used to indicate torque adjustment for each wheel in the first vehicle, and the torque distribution result includes the magnitude of torque allocated to each wheel in the first vehicle; The control module is used to control the first vehicle to recover from a slipping state to a stable driving state based on the torque distribution result.

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