Vehicle control method, vehicle and storage medium

Abstract

The present application provides a vehicle control method, a vehicle and a storage medium, the method comprising: if it is detected that the vehicle is in a target state, obtaining the vehicle's transfer axle load and the vehicle's request torque; wherein the target state is used to indicate that the vehicle is in a tug-of-war state; based on the transfer axle load, determining the axle load distribution ratio of the vehicle's front axle and rear axle; based on the vehicle's request torque, the axle load distribution ratio and the vehicle's wheel speed, determining the first distribution torque of the front axle and the second distribution torque of the rear axle; outputting the first distribution torque to the front axle, and outputting the second distribution torque to the rear axle. The method can ensure the safety of the vehicle when the vehicle is in the target state.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more particularly, to a vehicle control method, a vehicle and a storage medium. Background Art

[0002] With the popularization of automobiles, more and more users are keen on vehicle tug-of-war competitions. However, during the process of vehicle tug-of-war, the safety of the vehicle is difficult to ensure due to incorrect selection of modes or problems with the control method.

[0003] At present, during the tug-of-war process, the probability of the vehicle winning is increased by adjusting the output torque of the vehicle; however, problems such as the vehicle's tire spinning and the vehicle smoking may lead to dangerous accidents. Therefore, how to ensure the safety of the vehicle when the vehicle is in the target state has become an urgent problem to be solved. Summary of the invention

[0004] The present application provides a vehicle control method, a vehicle and a storage medium, wherein the method can ensure the safety of the vehicle when the vehicle is in a target state.

[0005] In a first aspect, a vehicle control method is provided, the method comprising:

[0006] If it is detected that the vehicle is in a target state, the transfer axle load and the vehicle request torque of the vehicle are obtained; wherein the target state is used to indicate that the vehicle is in a tug-of-war state;

[0007] Based on the transferred axle load, determining an axle load distribution ratio between the front axle and the rear axle of the vehicle;

[0008] Determining a first distributed torque of the front axle and a second distributed torque of the rear axle based on the vehicle requested torque, the axle load distribution ratio and the vehicle wheel speed;

[0009] The first distributed torque is output to the front axle, and the second distributed torque is output to the rear axle.

[0010] According to the above technical scheme, if it is detected that the vehicle is in the target state, the vehicle's transferred axle load and the vehicle's requested torque are obtained, and the axle load distribution ratio of the front and rear axles of the vehicle is determined based on the transferred axle load, and the first distributed torque of the front axle and the second distributed torque of the rear axle are determined based on the vehicle's requested torque and the axle load distribution ratio; compared with the prior art, by reducing the vehicle's distributed torque, the present application accurately determines the vehicle's axle load distribution ratio through the vehicle's transferred axle load, and thus determines the first distributed torque and the second distributed torque through the vehicle's requested torque, the axle load distribution ratio and the vehicle's wheel speed corresponding to the tug-of-war state, ensures the accuracy of the first distributed torque and the second distributed torque, and outputs the first distributed torque to the front axle and the second distributed torque to the rear axle, so that when the vehicle is in a tug-of-war state, it can ensure the vehicle's power while avoiding the vehicle's slipping as much as possible, thereby ensuring the vehicle's safety.

[0011] In combination with the first aspect, in some possible implementations, determining the axle load distribution ratio between the front axle and the rear axle of the vehicle based on the transferred axle load includes:

[0012] Acquire a first axle load of the front axle and a second axle load of the rear axle; wherein the first axle load is used to indicate the axle load of the front axle before the axle load transfer, and the second axle load is used to indicate the axle load of the rear axle before the axle load transfer;

[0013] Based on the first axle load, the second axle load and the transferred axle load, the axle load distribution ratio of the front axle and the rear axle is determined.

[0014] The above technical scheme obtains the first axle load of the front axle and the second axle load of the rear axle, and determines the axle load distribution ratio between the front axle and the rear axle through the first axle load, the second axle load and the transferred axle load; since the first axle load and the second axle load indicate the axle load before the vehicle is in the target state, the axle load distribution ratio between the front axle and the rear axle can be accurately determined through the axle load before the vehicle is in the target state and the transferred axle load.

[0015] In combination with the first aspect and the above implementation manner, in some possible implementation manners, determining the axle load distribution ratio between the front axle and the rear axle based on the first axle load, the second axle load and the transferred axle load includes:

[0016] Obtaining a first updated axle load based on a difference between the first axle load and the transferred axle load;

[0017] Obtaining a second updated axle load based on the sum of the second axle load and the transferred axle load;

[0018] The ratio of the first updated axle load to the second updated axle load is determined as the axle load distribution ratio.

[0019] The above technical scheme obtains the first updated axle load through the difference between the first axle load and the transferred axle load, obtains the second updated axle load based on the sum of the second axle load and the transferred axle load, and determines the ratio of the first updated axle load to the second updated axle load as the axle load distribution ratio; the first updated axle load and the second updated axle load indicate the axle loads of the front and rear axles of the vehicle after the axle load transfer, and the accuracy of the axle load distribution ratio can be improved by the axle loads of the front and rear axles after the axle load transfer.

[0020] In combination with the first aspect and the above implementations, in some possible implementations, if it is detected that the vehicle is in the target state, obtaining the transfer axle load of the vehicle includes:

[0021] If it is detected that the vehicle is in a target state, obtaining the external pulling force corresponding to the target state and the target height of the vehicle;

[0022] The transfer axle load is determined based on the external tension and the target height; wherein the transfer axle load is positively correlated with the external tension.

[0023] The above technical scheme, when detecting that the vehicle is in the target state, obtains the external pulling force corresponding to the target state and the target height of the vehicle, and determines the transfer axle load based on the external pulling force and the target height; since the transfer axle load is positively correlated with the external pulling force, the transfer axle load of the vehicle in the tug-of-war state is determined by the external pulling force and the target height of the vehicle, which can improve the accuracy of the transfer axle load.

[0024] In combination with the first aspect and the above implementations, in some possible implementations, obtaining the vehicle requested torque of the vehicle includes:

[0025] determining a first requested torque based on an accelerator pedal opening of the vehicle;

[0026] determining a second requested torque based on a driving condition of the vehicle;

[0027] The vehicle request torque is determined based on the first request torque and the second request torque.

[0028] The above technical solution determines the first requested torque based on the accelerator pedal opening of the vehicle, determines the second requested torque based on the driving condition of the vehicle, and determines the whole vehicle requested torque based on the first requested torque and the second requested torque. Since the whole vehicle requested torque is determined based on the first requested torque and the second requested torque, the whole vehicle requested torque can be determined according to the actual needs of the vehicle, thereby avoiding wheel slip as much as possible and improving the stability of the vehicle.

[0029] In combination with the first aspect and the above implementations, in some possible implementations, determining the vehicle requested torque based on the first requested torque and the second requested torque includes:

[0030] If the first requested torque is less than or equal to the second requested torque, determining that the vehicle requested torque is equal to the first requested torque;

[0031] If the first requested torque is greater than the second requested torque, it is determined that the vehicle requested torque is equal to the second requested torque.

[0032] In the above technical scheme, if the first requested torque is less than or equal to the second requested torque, the requested torque of the whole vehicle is determined to be equal to the first requested torque; if the first requested torque is greater than the second requested torque, the requested torque of the whole vehicle is determined to be equal to the second requested torque; on the one hand, when the requested torque corresponding to the accelerator pedal opening is less than or equal to the requested torque corresponding to the friction force of the vehicle, the requested torque of the whole vehicle is determined to be equal to the requested torque corresponding to the accelerator pedal opening, thereby outputting torque according to the actual needs of the driver; on the other hand, when the requested torque corresponding to the accelerator pedal opening is greater than the requested torque corresponding to the friction force of the vehicle, the requested torque of the whole vehicle is determined to be equal to the requested torque corresponding to the friction force, thereby avoiding vehicle slipping as much as possible.

[0033] In combination with the first aspect and the above implementations, in some possible implementations, determining the second requested torque based on the driving condition of the vehicle includes:

[0034] Based on the driving road condition, determining a target friction force corresponding to the driving road condition;

[0035] The second requested torque is determined based on a product of the target friction force and a tire radius of the vehicle.

[0036] The above technical solution determines the target friction force corresponding to the driving conditions based on the driving conditions, and determines the second requested torque based on the product of the target friction force and the tire radius of the vehicle; by determining the corresponding target friction force through the driving conditions, and then determining the second requested torque through the target friction force, the accuracy of the second requested torque can be improved, and then the accuracy of the requested torque of the entire vehicle can be improved.

[0037] In combination with the first aspect and the above implementations, in some possible implementations, determining the first distributed torque of the front axle and the second distributed torque of the rear axle based on the vehicle requested torque, the axle load distribution ratio and the vehicle wheel speed includes:

[0038] Determining a third distributed torque of the front axle and a fourth distributed torque of the rear axle based on the vehicle requested torque and the axle load distribution ratio;

[0039] In a case where the front axle outputs the third distributed torque and the rear axle outputs the fourth distributed torque, determining whether a vehicle wheel speed is greater than a preset wheel speed;

[0040] If the vehicle wheel speed is less than or equal to the preset wheel speed, the third distributed torque is determined as the first distributed torque, and the fourth distributed torque is determined as the second distributed torque;

[0041] If the vehicle wheel speed is greater than the preset wheel speed, a first distributed torque of the front axle and a second distributed torque of the rear axle are determined based on the vehicle wheel speed and the preset wheel speed.

[0042] The above technical scheme determines the wheel speed difference between the vehicle wheel speed and the preset wheel speed, determines the target torque based on the wheel speed difference, and determines the difference between the vehicle request torque and the target torque as the updated vehicle request torque, and then determines the first distributed torque and the second distributed torque based on the updated vehicle request torque and the axle load distribution ratio; when the vehicle wheel speed is greater than the preset wheel speed, it is determined that the vehicle is in a slipping state, and the target torque that the vehicle needs to reduce is determined by the wheel speed difference between the vehicle wheel speed and the preset wheel speed, the vehicle is torqued and the updated vehicle request torque is determined, so that the vehicle state can be monitored by the vehicle wheel speed, the vehicle slipping can be avoided as much as possible, and the vehicle safety is improved.

[0043] In combination with the first aspect and the above implementations, in some possible implementations, determining the first distributed torque of the front axle and the second distributed torque of the rear axle based on the vehicle wheel speed and the preset wheel speed includes:

[0044] Determining a wheel speed difference between the vehicle wheel speed and the preset wheel speed;

[0045] determining a target torque based on the wheel speed difference;

[0046] determining a difference between the vehicle request torque and the target torque as an updated vehicle request torque;

[0047] The first distributed torque and the second distributed torque are determined based on the updated vehicle request torque and the axle load distribution ratio.

[0048] The above technical scheme determines the wheel speed difference between the vehicle wheel speed and the preset wheel speed, determines the target torque based on the wheel speed difference, and determines the difference between the vehicle request torque and the target torque as the updated vehicle request torque, and then determines the first distributed torque and the second distributed torque based on the updated vehicle request torque and the axle load distribution ratio; when the vehicle wheel speed is greater than the preset wheel speed, it is determined that the vehicle is in a slipping state, and the target torque that the vehicle needs to reduce is determined by the wheel speed difference between the vehicle wheel speed and the preset wheel speed, the vehicle is torqued and the updated vehicle request torque is determined, so that the vehicle state can be monitored by the vehicle wheel speed, the vehicle slipping can be avoided as much as possible, and the vehicle safety is improved.

[0049] In a second aspect, a vehicle control device is provided, the device comprising:

[0050] A detection module, configured to obtain the transfer axle load and the vehicle request torque of the vehicle if it is detected that the vehicle is in a target state; wherein the target state is used to indicate that the vehicle is in a tug-of-war state;

[0051] A calculation module, used for determining the axle load distribution ratio between the front axle and the rear axle of the vehicle based on the transferred axle load;

[0052] a determination module, configured to determine a first distributed torque of the front axle and a second distributed torque of the rear axle based on the vehicle requested torque, the axle load distribution ratio and the vehicle wheel speed;

[0053] An output module is used for outputting the first distributed torque to the front axle and outputting the second distributed torque to the rear axle.

[0054] In a third aspect, a vehicle is provided, comprising a memory and a processor, wherein the memory is used to store executable program code; the processor is used to call and run the executable program code from the memory, so that the vehicle executes the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0055] In a fourth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0056] In a fifth aspect, a computer program product is provided, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the vehicle control method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] Figure 1 is a schematic diagram of a scenario of a vehicle control method provided in an embodiment of the present application;

[0058] Figure 2 It is a schematic diagram of a framework of a vehicle control system provided in an embodiment of the present application;

[0059] Figure 3 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0060] Figure 4 is a schematic diagram of an adhesion coefficient provided in an embodiment of the present application;

[0061] Figure 5 is a schematic flow chart of another vehicle control method provided in an embodiment of the present application;

[0062] Figure 6 is a schematic flow chart of another vehicle control method provided in an embodiment of the present application;

[0063] Figure 7 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0064] Figure 8 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0065] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0066] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0067] It should be noted that during the tug-of-war process, the probability of the vehicle winning is increased by adjusting the output torque of the vehicle; however, problems such as the vehicle's tires spinning and the vehicle smoking may lead to dangerous accidents. In view of this, the present application provides a vehicle control method, a vehicle and a storage medium, which can ensure the safety of the vehicle when the vehicle is in a target state.

[0068] Figure 1 It is a scenario schematic diagram of a vehicle control method provided in an embodiment of the present application.

[0069] For example, Figure 1 (a) in the figure shows a schematic diagram of a vehicle 100 in a stationary state. Figure 1 (b) is a schematic diagram showing the vehicle 100 in a tug-of-war state.

[0070] For example, Figure 1As shown in (a), when the vehicle 100 is in a tug-of-war state, the driver inputs full throttle (the accelerator pedal is opened to the maximum), the vehicle 100 switches to a low gear and opens the front and rear differential locks, so that the tires of the vehicle 100 rotate at the same speed. When the vehicle 100 is in a tug-of-war state but is not subjected to external tension, the axle loads of the front and rear axles are fixed, that is, the axle loads of the front and rear axles of the vehicle 100 will not be transferred.

[0071] For example, Figure 1 As shown in (b), when the vehicle 100 is detected to be in a tug-of-war state, the external pulling force F of the vehicle 100 and the target height of the vehicle 100 are obtained to determine the transfer axle load, and the target friction force corresponding to the driving condition is determined by the driving condition of the vehicle 100, and the product of the target friction force and the tire radius of the vehicle 100 is determined as the vehicle request torque. Further, based on the vehicle request torque, the axle load distribution ratio and the vehicle wheel speed, the first distribution torque of the front axle and the second distribution torque of the rear axle are determined, and the first distribution torque is output to the front axle, and the second distribution torque is output to the rear axle.

[0072] For example, assuming that the weight m of the vehicle is 2940 kg, the distance L1 from the center of mass of the vehicle to the front axle is 1.384 meters, the distance L2 from the center of mass of the vehicle to the rear axle is 1.416 meters, and the wheelbase L of the vehicle is 2.8 meters, the first axle load of the front axle of the vehicle before the axle load transfer of the vehicle and the second axle load of the rear axle of the vehicle are determined. For example, the expression of the first axle load of the front axle of the vehicle can be expressed as follows:

[0073] F1=(mg * L1) / L=14241N

[0074] The expression of the second axle load of the vehicle's rear axle can be expressed as follows:

[0075] F2=(mg * L2) / L=14570N

[0076] It can be understood that when the vehicle is in a tug-of-war state and the vehicle is not subjected to external pulling force, the ratio of the first axle load of the front axle of the vehicle to the second axle load of the rear axle of the vehicle is close to 1:1.

[0077] When the vehicle is in a tug-of-war state and is subjected to external tension, assuming that the external tension on the vehicle is 11000N and the height of the vehicle's center of mass is 1.2 meters, the expression for determining the vehicle's transfer axle load is as follows:

[0078] △F=( F*h ) / L=4714N

[0079] It is understandable that when the vehicle is subjected to external tension, the vehicle will undergo axle load transfer, that is, part of the axle load on the front axle of the vehicle will be transferred to the rear axle of the vehicle. Then, by transferring the axle load, the updated axle loads of the front axle and rear axle of the vehicle after the axle load transfer are determined. For example, the expression of the first updated axle load can be expressed as follows:

[0080] F3 = F1-△F = 9527N

[0081] The expression of the second updated axle load can be expressed as follows:

[0082] F4 = F2 + △F = 19284N

[0083] Further, it is determined that the ratio of the first updated axle load to the second updated axle load is approximately 1:2, and then the axle load distribution ratio is determined to be 1:2. If the vehicle request torque is T, the third distributed torque of the front axle of the vehicle is (1 / 3)*T, and the fourth distributed torque of the rear axle of the vehicle is (2 / 3)*T. When the front axle outputs the third distributed torque and the rear axle outputs the fourth distributed torque, it is determined whether the vehicle wheel speed is greater than the preset wheel speed; when the vehicle wheel speed is less than or equal to the preset wheel speed, the third distributed torque is determined as the first distributed torque, and the fourth distributed torque is determined as the second distributed torque; when the vehicle wheel speed is greater than the preset wheel speed, based on the vehicle wheel speed and the preset wheel speed, the first distributed torque of the front axle and the second distributed torque of the rear axle are determined, and the first distributed torque is output to the front axle, and the second distributed torque is output to the rear axle.

[0084] Figure 2 It is a schematic diagram of a framework of a vehicle control system provided in an embodiment of the present application.

[0085] For example, Figure 2 As shown, if the vehicle control system 200 detects that the vehicle is in a tug-of-war state, the gear switching module 210 controls the vehicle to enter a low-speed gear and turns on the front and rear differential locks, so that the vehicle provides maximum torque and ensures that the tires of the vehicle rotate at the same speed; the external pulling force corresponding to the tug-of-war state, the target height of the vehicle and the wheelbase of the vehicle are obtained through the transfer module 220, and the target product of the external pulling force and the target height of the vehicle is determined, and the ratio of the target product to the wheelbase of the vehicle is determined as the transfer axle load of the vehicle, and the axle load distribution ratio of the front axle and the rear axle is determined by the transfer axle load of the vehicle.

[0086] The driving condition of the vehicle is acquired through the determination module 230, and the target friction force corresponding to the driving condition is determined. Based on the product of the target friction force and the tire radius of the vehicle, the whole vehicle requested torque of the vehicle is determined.

[0087] Furthermore, the distribution module 240 determines a first distribution torque of the front axle and a second distribution torque of the rear axle according to the vehicle request torque, the axle load distribution ratio and the vehicle wheel speed, and the output module 250 outputs the first distribution torque to the front axle and the second distribution torque to the rear axle.

[0088] The above technical scheme reduces the vehicle distributed torque. The present application accurately determines the vehicle's axle load distribution ratio through the vehicle's transferred axle load, thereby determining the first distributed torque and the second distributed torque through the vehicle's requested torque, axle load distribution ratio and vehicle wheel speed corresponding to the tug-of-war state, ensuring the accuracy of the first distributed torque and the second distributed torque, and outputting the first distributed torque to the front axle and the second distributed torque to the rear axle. Therefore, when the vehicle is in a tug-of-war state, it can ensure the vehicle's power while avoiding the vehicle's slipping as much as possible, thereby ensuring the vehicle's safety.

[0089] Figure 3 It is a schematic flow chart of a vehicle control method provided in an embodiment of the present application.

[0090] For example, Figure 3 The method shown can be executed by a vehicle controller or chip of the vehicle.

[0091] For example, Figure 3 As shown, the method 300 includes the following processes:

[0092] S310: If it is detected that the vehicle is in the target state, the transfer axle load and the vehicle requested torque are obtained.

[0093] Exemplarily, the target state is used to indicate that the vehicle is in a tug-of-war state; when the vehicle is in the tug-of-war state, other vehicles are connected via the trailer hook of the vehicle to achieve a power comparison between the vehicles.

[0094] For example, the target state may be determined by sensor detection; or the target state may be determined by switching the driving mode of the vehicle. The target state may be determined according to actual conditions and is not specifically limited here.

[0095] Specifically, when it is detected that there is an external pulling force on the trailer hook of the vehicle, the external pulling force is obtained and it is determined whether the external pulling force is greater than a preset pulling force. If the external pulling force is less than or equal to the preset pulling force, it is determined that the vehicle is not in the target state, that is, the vehicle is not in the tug-of-war state. If the external pulling force is greater than the preset pulling force, it is determined that the vehicle is in the target state, that is, the vehicle is in the tug-of-war state. Alternatively, when it is detected that the vehicle driving mode is switched, the target driving mode of the vehicle is determined, and the target driving mode indicates the driving mode after the vehicle driving mode is switched. If the target driving mode is the tug-of-war mode, it is determined that the vehicle is in the target state, that is, the vehicle is in the tug-of-war state.

[0096] It is understandable that when the vehicle is detected in a tug-of-war state, in order to win, the vehicle is controlled to enter the low-speed four-wheel drive gear (Low Range 4-Wheel Drive, 4L) and the front and rear differential locks are turned on, thereby providing greater torque output and making the tires of the vehicle rotate at the same speed to ensure that the vehicle can provide maximum torque and ensure that the wheels do not slip as much as possible. When the vehicle is stationary, the axle loads of the front axle and the rear axle of the vehicle are fixed. When the vehicle starts tug-of-war, the vehicle remains stationary. As the tug-of-war duration of the vehicle increases, due to the position of the trailer hook and the vertical force arm of the rear tire of the vehicle, a rotational torque will be generated with the contact point of the rear wheel of the vehicle as the axis, and the axle load of the rear axle of the vehicle will increase, and the axle load of the front axle of the vehicle will decrease.

[0097] Furthermore, in the case where the axle load of the front axle of the vehicle and the axle load of the rear axle of the vehicle are transferred, the axle load distribution ratio of the front axle and the rear axle of the vehicle is determined by the transferred axle load of the vehicle, and thus the first distributed torque of the front axle of the vehicle and the second distributed torque of the rear axle of the vehicle are determined by the vehicle requested torque, the axle load distribution ratio and the vehicle wheel speed, and the first distributed torque is output to the front axle of the vehicle, and the second distributed torque is output to the rear axle of the vehicle.

[0098] Exemplarily, when it is detected that the vehicle is in the target state, the transfer axle load of the vehicle is obtained. Specifically, when it is detected that the vehicle is in a tug-of-war state, the external tension corresponding to the tug-of-war state and the target height of the vehicle are obtained, and the transfer axle load is determined based on the external tension and the target height. The transfer axle load is positively correlated with the external tension, that is, as the external tension increases, the transfer axle load increases accordingly, and as the external tension decreases, the transfer axle load decreases accordingly.

[0099] Specifically, when it is detected that the vehicle is in a tug-of-war state, the external pulling force of other vehicles on the vehicle is determined, and the target height of the vehicle and the wheelbase of the vehicle are obtained, and the target product of the external pulling force of other vehicles on the vehicle and the target height of the vehicle is determined, and the ratio of the target product to the axle load of the vehicle is determined as the transferred axle load.

[0100] For example, the expression of the transferred axle load can be expressed as follows:

[0101] △F = (F*h) / L

[0102] Among them, △F represents the transferred axle load, F represents the external tension, h represents the height of the vehicle's center of mass (the target height of the vehicle), and L represents the vehicle's wheelbase.

[0103] For example, assuming that vehicle A and vehicle B are playing tug-of-war, if it is detected that vehicle B is in a tug-of-war state, the pulling force of vehicle A on vehicle B is 2000N, the center of mass height of vehicle B is 1.2 meters, and the wheelbase of vehicle B is 2.8 meters. The target product of the pulling force of vehicle A on vehicle B and the center of mass height of vehicle B is determined to be 2400N.m, and the ratio of the target product to the wheelbase of vehicle B is determined to be a transferred axle load of 857N.

[0104] The above technical scheme, when detecting that the vehicle is in the target state, obtains the external pulling force corresponding to the target state and the target height of the vehicle, and determines the transfer axle load based on the external pulling force and the target height; since the transfer axle load is positively correlated with the external pulling force, the transfer axle load of the vehicle in the tug-of-war state is determined by the external pulling force and the target height of the vehicle, which can improve the accuracy of the transfer axle load.

[0105] Exemplarily, when it is detected that the vehicle is in the target state, the vehicle request torque is obtained. Specifically, the first request torque is determined based on the accelerator pedal opening of the vehicle, and the second request torque is determined based on the driving road condition of the vehicle; the vehicle request torque is determined from the first request torque and the second request torque.

[0106] It is understandable that the vehicle's adhesion coefficient can be determined by the vehicle's driving condition, and then the target friction force can be determined by the adhesion coefficient, and then the second requested torque corresponding to the vehicle's driving condition can be determined.

[0107] The above technical solution determines the first requested torque based on the accelerator pedal opening of the vehicle, determines the second requested torque based on the driving condition of the vehicle, and determines the whole vehicle requested torque based on the first requested torque and the second requested torque. Since the whole vehicle requested torque is determined based on the first requested torque and the second requested torque, the whole vehicle requested torque can be determined according to the actual needs of the vehicle, thereby avoiding wheel slip as much as possible and improving the stability of the vehicle.

[0108] Exemplarily, the first requested torque is determined based on the accelerator pedal opening of the vehicle. Specifically, the accelerator pedal opening of the vehicle is obtained, and the first requested torque of the vehicle is determined through the relationship between the accelerator pedal opening of the vehicle and a preset torque, and the preset torque relationship is used to indicate the corresponding relationship between the preset pedal opening and the preset requested torque, so that the corresponding preset requested torque can be determined through the accelerator pedal opening of the vehicle, and the preset requested torque is determined as the first requested torque.

[0109] Exemplarily, a driving condition of the vehicle is acquired, a target friction force corresponding to the driving condition is determined based on the driving condition of the vehicle, and a second requested torque is determined based on the product of the target friction force and a tire radius of the vehicle.

[0110] Specifically, the driving condition of the vehicle is obtained, and the target friction force is determined through the relationship between the driving condition of the vehicle and the preset friction force. The preset friction force relationship is used to indicate the corresponding relationship between the preset condition and the preset friction force, so that the corresponding preset friction force can be determined through the driving condition of the vehicle, and the preset friction force is determined as the target friction force. Alternatively, the driving condition of the vehicle is obtained, and the target adhesion coefficient is determined through the driving condition of the vehicle and the preset adhesion relationship. The preset adhesion relationship is used to indicate the corresponding relationship between the preset adhesion coefficient and the preset condition. The corresponding preset adhesion coefficient is determined through the driving condition of the vehicle, and the preset adhesion coefficient is determined as the target adhesion coefficient; then, based on the target adhesion coefficient and the preset relationship, the target friction force is determined. The preset relationship indicates the corresponding relationship between the preset adhesion coefficient and the preset friction force. The corresponding preset friction force is determined through the target adhesion coefficient, and the preset friction force is determined as the target friction force.

[0111] Further, the tire radius of the vehicle is obtained, and the target product of the target friction force and the tire radius of the vehicle is multiplied to determine the second requested torque.

[0112] Optionally, the driving road condition may be, but is not limited to, dry asphalt road condition, wet asphalt road condition, dirt road condition, etc., which is not specifically limited here.

[0113] For example, the vehicle's driving condition is obtained, and the vehicle's driving condition is dry asphalt condition. According to the relationship between the dry asphalt condition and the preset friction force, it is determined that the preset friction force corresponding to the dry asphalt condition is 10000 N, and the preset friction force 10000 N is determined as the target friction force. Further, the tire radius of the vehicle is obtained to be 0.4 meters, and the product of the target friction force 10000 N and the tire radius 0.4 meters is determined as the second requested torque, and the second requested torque is 4000 N.m.

[0114] The above technical solution determines the target friction force corresponding to the driving conditions based on the driving conditions, and determines the second requested torque based on the product of the target friction force and the tire radius of the vehicle; by determining the corresponding target friction force through the driving conditions, and then determining the second requested torque through the target friction force, the accuracy of the second requested torque can be improved, and then the accuracy of the requested torque of the entire vehicle can be improved.

[0115] Exemplarily, the first requested torque is determined based on the accelerator pedal opening of the vehicle, and the second requested torque is determined based on the driving condition of the vehicle; when the first requested torque and the second requested torque are determined, the vehicle requested torque is selected from the first requested torque and the second requested torque. Specifically, it is determined whether the first requested torque is greater than the second requested torque. If the first requested torque is less than or equal to the second requested torque, it is determined that the vehicle requested torque is equal to the first requested torque; if the first requested torque is greater than the second requested torque, it is determined that the vehicle requested torque is equal to the second requested torque.

[0116] For example, if the first requested torque is determined to be 5000 N.m and the second requested torque is 4000 N.m, then the first requested torque of 5000 N.m is greater than the second requested torque of 4000 N.m, and the vehicle's total requested torque is determined to be 4000 N.m. Alternatively, if the first requested torque is determined to be 3000 N.m and the second requested torque is 4000 N.m, then the first requested torque of 3000 N.m is less than the second requested torque of 4000 N.m, and the vehicle's total requested torque is determined to be 3000 N.m.

[0117] In the above technical scheme, if the first requested torque is less than or equal to the second requested torque, the requested torque of the whole vehicle is determined to be equal to the first requested torque; if the first requested torque is greater than the second requested torque, the requested torque of the whole vehicle is determined to be equal to the second requested torque; on the one hand, when the requested torque corresponding to the accelerator pedal opening is less than or equal to the requested torque corresponding to the friction force of the vehicle, the requested torque of the whole vehicle is determined to be equal to the requested torque corresponding to the accelerator pedal opening, thereby outputting torque according to the actual needs of the driver; on the other hand, when the requested torque corresponding to the accelerator pedal opening is greater than the requested torque corresponding to the friction force of the vehicle, the requested torque of the whole vehicle is determined to be equal to the requested torque corresponding to the friction force, thereby avoiding vehicle slipping as much as possible.

[0118] S320: Determine the axle load distribution ratio between the front axle and the rear axle of the vehicle based on the transferred axle load.

[0119] Exemplarily, the axle load distribution ratio of the front axle and the rear axle of the vehicle is determined based on the transferred axle load. Specifically, the first axle load of the front axle of the vehicle and the second axle load of the rear axle of the vehicle before the axle load transfer are obtained, and the axle load distribution ratio of the front axle and the rear axle of the vehicle is determined based on the first axle load, the second axle load and the transferred axle load.

[0120] The above technical scheme obtains the first axle load of the front axle and the second axle load of the rear axle, and determines the axle load distribution ratio of the front axle and the rear axle through the first axle load, the second axle load and the transferred axle load; since the first axle load and the second axle load are used to indicate the axle loads of the front axle and the rear axle of the vehicle before the axle load transfer, the axle load distribution ratio of the front axle and the rear axle can be accurately determined through the axle loads of the front axle and the rear axle of the vehicle before the vehicle axle load transfer and the transferred axle load.

[0121] Exemplarily, a first axle load and a second axle load are obtained, and a first updated axle load is obtained based on the difference between the first axle load and the transferred axle load, and the first updated axle load is used to indicate the front axle load of the vehicle after the axle load transfer; a second updated axle load is obtained based on the sum of the second axle load and the transferred axle load, and the second updated axle load is used to indicate the rear axle load of the vehicle after the axle load transfer; and the ratio of the first updated axle load to the second updated axle load is determined as the axle load distribution ratio.

[0122] Specifically, the first axle load F of the front axle of the vehicle before the axle load transfer is obtained. f, and the second axle load F of the rear axle of the vehicle before axle load transfer r , the first axle load F f The difference F between the transfer axle load △F f -△F, determined as the first updated axle load, and the second axle load F r The sum of the transfer axle load △F r +△F, determined as the second updated axle load, and the ratio of the first updated axle load to the second updated axle load (F f -△F) / (F r +△F), which is determined as the axle load distribution ratio.

[0123] The above technical scheme obtains the first updated axle load through the difference between the first axle load and the transferred axle load, obtains the second updated axle load based on the sum of the second axle load and the transferred axle load, and determines the ratio of the first updated axle load to the second updated axle load as the axle load distribution ratio; the first updated axle load and the second updated axle load indicate the axle loads of the front and rear axles of the vehicle after the axle load transfer, and the accuracy of the axle load distribution ratio can be improved by the axle loads of the front and rear axles after the axle load transfer.

[0124] S330: Determine a first distributed torque of the front axle and a second distributed torque of the rear axle based on the vehicle requested torque, the axle load distribution ratio and the vehicle wheel speed.

[0125] Exemplarily, when determining the vehicle request torque and the axle load distribution ratio, the first distribution torque of the front axle and the second distribution torque of the rear axle are determined by the vehicle request torque, the axle load distribution ratio and the vehicle wheel speed.

[0126] Specifically, the product of the vehicle's requested torque and the proportion of the axle load on the vehicle's front axle is determined as the third distributed torque of the vehicle's front axle, and the product of the vehicle's requested torque and the proportion of the axle load on the vehicle's rear axle is determined as the fourth distributed torque of the vehicle's rear axle; and when the front axle outputs the third distributed torque and the rear axle outputs the fourth distributed torque, it is determined whether the vehicle wheel speed is greater than the preset wheel speed; when the vehicle wheel speed is less than or equal to the preset wheel speed, the third distributed torque is determined as the first distributed torque and the fourth distributed torque is determined as the second distributed torque; when the vehicle wheel speed is greater than the preset wheel speed, the first distributed torque of the front axle and the second distributed torque of the rear axle are determined based on the vehicle wheel speed and the preset wheel speed.

[0127] Optionally, the preset wheel speed may be 15 km / h, 20 km / h, etc., which is not specifically limited here.

[0128] Exemplarily, based on the vehicle wheel speed and the preset wheel speed, the first distributed torque of the front axle and the second distributed torque of the rear axle are determined. Specifically, the wheel speed difference between the vehicle wheel speed and the preset wheel speed is determined, and the target torque is determined based on the wheel speed difference; and the difference between the vehicle request torque and the target torque is determined as the updated vehicle request torque; and then based on the updated vehicle request torque and the axle load distribution ratio, the first distributed torque and the second distributed torque are determined.

[0129] The above technical scheme determines the wheel speed difference between the vehicle wheel speed and the preset wheel speed, determines the target torque based on the wheel speed difference, and determines the difference between the vehicle request torque and the target torque as the updated vehicle request torque, and then determines the first distributed torque and the second distributed torque based on the updated vehicle request torque and the axle load distribution ratio; when the vehicle wheel speed is greater than the preset wheel speed, it is determined that the vehicle is in a slipping state, and the target torque that the vehicle needs to reduce is determined by the wheel speed difference between the vehicle wheel speed and the preset wheel speed, the vehicle is torqued and the updated vehicle request torque is determined, so that the vehicle state can be monitored by the vehicle wheel speed, the vehicle slipping can be avoided as much as possible, and the vehicle safety is improved.

[0130] For example, the axle load distribution ratio between the front axle and the rear axle of the vehicle is 1:2, and the vehicle request torque is determined to be T. The third distribution torque of the front axle of the vehicle is determined to be (1 / 3)*T, and the fourth distribution torque of the rear axle of the vehicle is determined to be (2 / 3)*T through the axle load distribution ratio 1:2 and the vehicle request torque T. In the case where the front axle outputs the third distribution torque and the rear axle outputs the fourth distribution torque, it is determined whether the vehicle wheel speed is greater than the preset wheel speed; when the vehicle wheel speed is less than or equal to the preset wheel speed, the third distribution torque is determined as the first distribution torque, and the fourth distribution torque is determined as the second distribution torque; when the vehicle wheel speed is greater than the preset wheel speed, the first distribution torque of the front axle and the second distribution torque of the rear axle are determined based on the vehicle wheel speed and the preset wheel speed.

[0131] Exemplarily, the product of the vehicle's requested torque, the preset ratio and the proportion of the axle load on the vehicle's front axle is determined as the third distributed torque of the vehicle's front axle, and the product of the vehicle's requested torque, the preset ratio and the proportion of the axle load on the vehicle's rear axle is determined as the fourth distributed torque of the vehicle's rear axle.

[0132] Optionally, the preset ratio may be 94%, 95%, 96%, etc., which is not specifically limited here.

[0133] For example, assuming that the preset ratio is 95%, the axle load distribution ratio between the front axle and the rear axle is 1:2, and the vehicle request torque is determined to be T. The third distribution torque of the front axle is determined to be (1 / 3)*95%*T, and the fourth distribution torque of the rear axle is determined to be (2 / 3)*95%*T.

[0134] The above technical scheme determines the third distributed torque of the front axle and the fourth distributed torque of the rear axle through the ratio of the vehicle's requested torque and the axle load distribution, and determines whether the vehicle wheel speed is greater than the preset wheel speed when the front axle outputs the third distributed torque and the rear axle outputs the fourth distributed torque; on the one hand, when the vehicle wheel speed is less than or equal to the preset wheel speed, the third distributed torque is determined as the first distributed torque, and the fourth distributed torque is determined as the second distributed torque, and when the front axle of the vehicle outputs the first distributed torque and the rear axle outputs the second distributed torque, it can be ensured that the vehicle will not slip; on the other hand, when the vehicle wheel speed is greater than the preset wheel speed, the first distributed torque of the front axle and the second distributed torque of the rear axle are determined based on the vehicle wheel speed and the preset wheel speed, so that when it is determined that the vehicle is slipping, the vehicle can be torqued to reduce the slippage of the vehicle as much as possible, thereby increasing the probability of the vehicle winning the tug-of-war while improving the vehicle safety.

[0135] Figure 4 It is a schematic diagram of an adhesion coefficient provided in an embodiment of the present application.

[0136] For example, Figure 4 As shown in the figure, the size of the adhesion coefficient changes with the change of the slip rate; for the longitudinal adhesion coefficient, as the slip rate increases, and when the slip rate is about 20% (calibrated value), the longitudinal adhesion coefficient reaches the maximum value; then as the slip rate further increases, when the slip rate reaches 100%, the longitudinal adhesion coefficient slowly decreases. For the lateral adhesion coefficient, when the slip rate is 0, the lateral adhesion coefficient is the largest, and as the slip rate increases, the lateral adhesion coefficient gradually decreases, and when the slip rate reaches 100%, the lateral adhesion coefficient drops to about zero, at which time the vehicle's wheels will completely lose the ability to resist the external lateral force.

[0137] For example, since the lateral adhesion coefficient drops rapidly when the slip ratio is large, the vehicle may yaw rapidly, and the vehicle is very likely to suffer dangerous accidents such as loss of control and rollover. Based on the vehicle request torque and the axle load distribution ratio, the third distributed torque of the front axle and the fourth distributed torque of the rear axle are determined. When the front axle outputs the third distributed torque and the rear axle outputs the fourth distributed torque, it is determined whether the vehicle wheel speed is greater than the preset wheel speed. When the vehicle wheel speed is greater than the preset wheel speed, the slip ratio can be reduced by reducing the vehicle request torque.

[0138] Exemplarily, when the vehicle wheel speed is greater than a preset wheel speed, the wheel speed difference between the vehicle wheel speed and the preset wheel speed is determined, and the target torque is determined based on the wheel speed difference. The difference between the vehicle request torque and the target torque is determined as the updated vehicle request torque, and based on the updated vehicle request torque and the axle load distribution ratio, the first distributed torque and the second distributed torque are determined, and the vehicle output is controlled.

[0139] It can be understood that when the vehicle wheel speed is greater than the preset wheel speed, the vehicle is in an unstable zone. By performing torque processing on the vehicle, the vehicle's slip rate can be reduced. As the slip rate decreases, the longitudinal adhesion coefficient and the lateral adhesion coefficient decrease accordingly, which can reduce the occurrence of vehicle swinging, skidding, etc., thereby improving the safety of the vehicle.

[0140] In addition, in order to ensure the power of the vehicle, the torque of the entire vehicle will be reduced to a preset ratio and the torque reduction will be stopped, thereby improving the stability of the vehicle while ensuring the power of the vehicle.

[0141] Optionally, the preset ratio may be 79%, 80%, 81%, etc., which is not specifically limited here.

[0142] For example, assuming the preset ratio is 80% and the vehicle torque request is 10,000 N.m, the minimum updated torque request after torque reduction is 8,000 N.m; and the vehicle output torque is reduced from 10,000 N.m to 8,000 N.m, which can be a linear reduction or a nonlinear reduction, which is not specifically limited here.

[0143] S340, outputting a first distributed torque to the front shaft, and outputting a second distributed torque to the rear shaft.

[0144] Exemplarily, when a first distributed torque of a front axle of a vehicle and a second distributed torque of a rear axle of a vehicle are determined, the first distributed torque is output to the front axle of the vehicle, and the second distributed torque is output to the rear axle of the vehicle, so that the vehicle can output maximum torque without slipping as much as possible, thereby improving the vehicle's tug-of-war winning rate.

[0145] Exemplarily, when the first distributed torque and the second distributed torque are determined by the vehicle request torque, the preset ratio and the axle load distribution ratio, after the first distributed torque is output to the front axle and the second distributed torque is output to the rear axle, the first distributed torque and the second distributed torque are increased by the tug-of-war duration.

[0146] For example, assuming that the preset ratio is 95%, the axle load distribution ratio between the front axle and the rear axle is 1:2, and the vehicle request torque is determined to be T. The third distributed torque of the front axle of the vehicle is determined to be (1 / 3)*95%*T, and the fourth distributed torque of the rear axle of the vehicle is determined to be (2 / 3)*95%*T. When the front axle outputs the third distributed torque and the rear axle outputs the fourth distributed torque, it is determined whether the vehicle wheel speed is greater than the preset wheel speed. When the vehicle wheel speed is less than or equal to the preset wheel speed, the third distributed torque is determined as the first distributed torque, and the fourth distributed torque is determined as the second distributed torque; then the first distributed torque (1 / 3)*95%*T is output to the front axle, and the second distributed torque (2 / 3)*95%*T is output to the rear axle. Furthermore, as the tug-of-war duration increases, the output torque of the vehicle increases linearly at a preset rate so that the first distributed torque of the front axle of the vehicle increases from (1 / 3)*95%*T to (1 / 3)*T, and the second distributed torque of the rear axle of the vehicle increases from (2 / 3)*95%*T to (2 / 3)*T.

[0147] Optionally, the preset rate may be 1.1, 1.2, etc., which is not specifically limited here.

[0148] According to the above technical scheme, if it is detected that the vehicle is in the target state, the vehicle's transferred axle load and the vehicle's requested torque are obtained, and the axle load distribution ratio of the front and rear axles of the vehicle is determined based on the transferred axle load, and the first distributed torque of the front axle and the second distributed torque of the rear axle are determined based on the vehicle's requested torque and the axle load distribution ratio; compared with the prior art, by reducing the vehicle's distributed torque, the present application accurately determines the vehicle's axle load distribution ratio through the vehicle's transferred axle load, and thus determines the first distributed torque and the second distributed torque through the vehicle's requested torque, the axle load distribution ratio and the vehicle's wheel speed corresponding to the tug-of-war state, ensures the accuracy of the first distributed torque and the second distributed torque, and outputs the first distributed torque to the front axle and the second distributed torque to the rear axle, so that when the vehicle is in a tug-of-war state, it can ensure the vehicle's power while avoiding the vehicle's slipping as much as possible, thereby ensuring the vehicle's safety.

[0149] Figure 5 It is a schematic flow chart of another vehicle control method provided in an embodiment of the present application.

[0150] For example, Figure 5 The method shown can be executed by a vehicle controller or chip in the vehicle.

[0151] For example, Figure 5 As shown, the method 500 includes the following processes:

[0152] S510: If the vehicle is in a tug-of-war state, switch to a low gear and turn on the front and rear differential locks.

[0153] For example, when it is detected that the vehicle is in a tug-of-war state, in order to win, the vehicle is controlled to enter a low gear and the front and rear differential locks are turned on, thereby providing a greater torque output and making each tire of the vehicle rotate at the same speed to ensure that the vehicle can provide maximum torque and ensure that the wheels do not slip as much as possible.

[0154] S520: Obtain the external pulling force and the target height of the vehicle.

[0155] For example, when it is detected that the vehicle is in a tug-of-war state, in order to obtain the transferred axle load of the vehicle, the external pulling force of the vehicle and the target height of the vehicle are first obtained.

[0156] Optionally, the target height of the vehicle indicates the height of the center of mass of the vehicle.

[0157] S530, determining the transfer axle load based on the external pulling force and the target height.

[0158] Exemplarily, when it is detected that the vehicle is in a tug-of-war state, the external pulling force corresponding to the tug-of-war state and the target height of the vehicle are obtained, and the transfer axle load is determined based on the external pulling force and the target height. The transfer axle load is positively correlated with the external pulling force, that is, as the external pulling force increases, the transfer axle load increases accordingly, and as the external pulling force decreases, the transfer axle load decreases accordingly.

[0159] Specifically, when it is detected that the vehicle is in a tug-of-war state, the external pulling force of other vehicles on the vehicle is determined, and the target height of the vehicle and the wheelbase of the vehicle are obtained, and the target product of the external pulling force of other vehicles on the vehicle and the target height of the vehicle is determined, and the ratio of the target product to the axle load of the vehicle is determined as the transferred axle load.

[0160] S540: Obtain a first axle load of the front axle and a second axle load of the rear axle.

[0161] It can be understood that the first axle load and the second axle load are used to indicate the axle loads of the front and rear axles of the vehicle before the axle load transfer. The first axle load is used to indicate the axle load of the front axle before the axle load transfer, and the second axle load is used to indicate the axle load of the rear axle before the axle load transfer.

[0162] Exemplarily, a first axle load of a front axle of a vehicle and a second axle load of a rear axle of the vehicle before axle load transfer are obtained, and based on the first axle load, the second axle load and the transferred axle load, the axle load distribution ratio of the front axle and the rear axle of the vehicle is determined.

[0163] S550, obtaining a first updated axle load based on the difference between the first axle load and the transferred axle load; and obtaining a second updated axle load based on the sum of the second axle load and the transferred axle load.

[0164] Exemplarily, a first axle load of the front axle of the vehicle and a second axle load of the rear axle of the vehicle before the axle load transfer are obtained, and a first updated axle load is obtained based on the difference between the first axle load and the transferred axle load. The first updated axle load is used to indicate the axle load of the front axle of the vehicle after the axle load transfer; a second updated axle load is obtained based on the sum of the second axle load and the transferred axle load. The second updated axle load is used to indicate the axle load of the rear axle of the vehicle after the axle load transfer.

[0165] For example, obtain the first axle load F of the front axle of the vehicle before the axle load transfer f , and the second axle load F of the rear axle of the vehicle before axle load transfer r , the first axle load F f The difference F between the transfer axle load △F f -△F, determined as the first updated axle load, and the second axle load F r The sum of the transfer axle load △F r +△F, determined as the second updated axle load.

[0166] S560: Determine the ratio of the first updated axle load to the second updated axle load as the axle load distribution ratio.

[0167] Exemplarily, when the first updated axle load and the second updated axle load are determined, the ratio of the first updated axle load to the second updated axle load is determined as the axle load distribution ratio. f -△F, the second updated axle load is F r +△F, the ratio of the first updated axle load to the second updated axle load (F f -△F) / (F r +△F), which is determined as the axle load distribution ratio.

[0168] S570: Determine a first distributed torque of the front axle and a second distributed torque of the rear axle based on the vehicle requested torque, the axle load distribution ratio and the vehicle wheel speed.

[0169] Exemplarily, when determining the vehicle request torque and the axle load distribution ratio, the first distribution torque of the front axle and the second distribution torque of the rear axle are determined by the vehicle request torque, the axle load distribution ratio and the vehicle wheel speed.

[0170] Exemplarily, based on the vehicle's requested torque and the axle load distribution ratio, the third distributed torque of the front axle and the fourth distributed torque of the rear axle are determined; when the front axle outputs the third distributed torque and the rear axle outputs the fourth distributed torque, it is determined whether the vehicle wheel speed is greater than the preset wheel speed; when the vehicle wheel speed is less than or equal to the preset wheel speed, the third distributed torque is determined as the first distributed torque, and the fourth distributed torque is determined as the second distributed torque; when the vehicle wheel speed is greater than the preset wheel speed, the first distributed torque of the front axle and the second distributed torque of the rear axle are determined based on the vehicle wheel speed and the preset wheel speed.

[0171] Specifically, based on the vehicle wheel speed and the preset wheel speed, a first distributed torque of the front axle and a second distributed torque of the rear axle are determined. A wheel speed difference between the vehicle wheel speed and the preset wheel speed is determined, and a target torque is determined based on the wheel speed difference. The difference between the vehicle request torque and the target torque is determined as the updated vehicle request torque, and then the first distributed torque and the second distributed torque are determined based on the updated vehicle request torque and the axle load distribution ratio.

[0172] S580: Output the first distributed torque to the front axle, and output the second distributed torque to the rear axle.

[0173] Exemplarily, when a first distributed torque of a front axle of a vehicle and a second distributed torque of a rear axle of a vehicle are determined, the first distributed torque is output to the front axle of the vehicle, and the second distributed torque is output to the rear axle of the vehicle, so that the vehicle can output maximum torque without slipping as much as possible, thereby improving the vehicle's tug-of-war winning rate.

[0174] The above technical solution obtains the first axle load of the front axle and the second axle load of the rear axle, and determines the axle load distribution ratio of the front axle and the rear axle through the first axle load, the second axle load and the transferred axle load; since the first axle load and the second axle load are used to indicate the axle load of the front axle and the rear axle of the vehicle before the axle load transfer, the first updated axle load and the second updated axle load indicate the axle load of the front axle and the rear axle of the vehicle after the axle load transfer, the axle load distribution ratio of the front axle and the rear axle can be accurately determined. Further, the accuracy of the first distributed torque and the second distributed torque is improved through the vehicle request torque and the axle load distribution ratio, so that the driving safety can be improved when the vehicle is in a tug-of-war state.

[0175] Figure 6 It is a schematic flow chart of another vehicle control method provided in an embodiment of the present application.

[0176] For example, Figure 6 The method shown can be executed by a vehicle controller or chip in the vehicle.

[0177] For example, Figure 6 As shown, the method 600 includes the following processes:

[0178] S610 , determining a first requested torque based on an accelerator pedal opening of the vehicle.

[0179] Exemplarily, when it is detected that the vehicle is in a tug-of-war state, the accelerator pedal opening of the vehicle is obtained, and the first requested torque is determined based on the accelerator pedal opening of the vehicle.

[0180] Specifically, when it is detected that the vehicle is in the target state, the accelerator pedal opening of the vehicle is obtained, and the first requested torque of the vehicle is determined through the relationship between the accelerator pedal opening of the vehicle and the preset torque. The preset torque relationship is used to indicate the corresponding relationship between the preset pedal opening and the preset requested torque, so that the corresponding preset requested torque is determined through the accelerator pedal opening of the vehicle, and the preset requested torque is determined as the first requested torque.

[0181] S620: Determine a target friction force corresponding to the driving road condition based on the driving road condition.

[0182] It is understandable that the execution order between S610 and S620 - S630 is not limited here, and S610 may be executed first, or S620 - S630 may be executed first; or, S610 and S620 - S630 may be executed simultaneously.

[0183] Optionally, the driving road condition may be, but is not limited to, dry asphalt road condition, wet asphalt road condition, dirt road condition, etc., which is not specifically limited here.

[0184] Exemplarily, when it is detected that the vehicle is in a tug-of-war state, the driving condition of the vehicle is obtained, and based on the driving path of the vehicle, the target friction force corresponding to the driving condition is determined. Specifically, based on the relationship between the driving condition of the vehicle and the preset friction force, the preset friction force relationship indicates the corresponding relationship between the preset road condition and the preset friction force, the corresponding preset friction force is determined by the driving condition of the vehicle, and the preset friction force is determined as the target friction force.

[0185] S630 , determining a second requested torque based on the product of the target friction force and the tire radius of the vehicle.

[0186] Exemplarily, when determining the target friction force corresponding to the driving condition of the vehicle, the tire radius of the vehicle is obtained, and the product of the target friction force and the tire radius of the vehicle is determined as the second requested torque.

[0187] S640 , determining whether the first requested torque is greater than the second requested torque; if not, executing S650 ; if yes, executing S660 .

[0188] For example, the first requested torque is determined based on the opening of the accelerator pedal of the vehicle, the target friction force corresponding to the driving condition is determined based on the driving condition of the vehicle, and the second requested torque is determined based on the product of the target friction force and the tire radius of the vehicle. The whole vehicle requested torque is then determined based on the magnitude relationship between the first requested torque and the second requested torque.

[0189] Specifically, it is determined whether the first requested torque is greater than the second requested torque. When the requested torque corresponding to the accelerator pedal opening is less than or equal to the requested torque corresponding to the friction of the vehicle, the requested torque of the whole vehicle is determined to be equal to the requested torque corresponding to the accelerator pedal opening, thereby outputting the torque according to the actual needs of the driver; when the requested torque corresponding to the accelerator pedal opening is greater than the requested torque corresponding to the friction of the vehicle, the requested torque of the whole vehicle is determined to be equal to the requested torque corresponding to the friction, thereby avoiding vehicle slipping as much as possible.

[0190] S650: Determine whether the vehicle requested torque is equal to the first requested torque.

[0191] Exemplarily, it is determined whether the first requested torque is greater than the second requested torque, and when the first requested torque is less than or equal to the second requested torque, it is determined that the vehicle requested torque is equal to the second requested torque.

[0192] For example, it is determined that the first requested torque is 3000 N.m and the second requested torque is 4000 N.m. The first requested torque of 3000 N.m is less than the second requested torque of 4000 N.m, and the vehicle's entire requested torque is determined to be 3000 N.m.

[0193] S660: Determine whether the vehicle requested torque is equal to the second requested torque.

[0194] Exemplarily, it is determined whether the first requested torque is greater than the second requested torque, and when the first requested torque is greater than the second requested torque, it is determined that the vehicle requested torque is equal to the second requested torque.

[0195] For example, it is determined that the first requested torque is 5000 N.m and the second requested torque is 4000 N.m. The first requested torque of 5000 N.m is greater than the second requested torque of 4000 N.m, and the vehicle's entire requested torque is determined to be 4000 N.m.

[0196] The above technical scheme determines the target friction force corresponding to the driving condition based on the driving condition, and determines the second requested torque based on the product of the target friction force and the tire radius of the vehicle; by determining the corresponding target friction force through the driving condition, and then determining the second requested torque through the target friction force, the accuracy of the second requested torque can be improved; further, the vehicle requested torque is determined through the relationship between the first requested torque and the second requested torque. Since the vehicle requested torque is determined by the first requested torque and the second requested torque, the vehicle requested torque can be determined according to the actual needs of the vehicle, thereby avoiding wheel slip as much as possible and improving vehicle stability.

[0197] It should be understood that the above examples are intended to help those skilled in the art understand the embodiments of the present application, rather than to limit the embodiments of the present application to the specific numerical values ​​or specific scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or changes based on the above examples, and such modifications or changes also fall within the scope of the embodiments of the present application.

[0198] Combination of the above Figures 1 to 6 The vehicle control method provided by the embodiment of the present application is described in detail; Figure 7 and Figure 8 The device embodiments of the present application are described in detail. It should be understood that the device in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0199] Figure 7 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0200] For example, Figure 7 As shown, the vehicle control device 700 includes:

[0201] The detection module 710 is used to obtain the transfer axle load and the vehicle request torque of the vehicle if it is detected that the vehicle is in a target state; wherein the target state is used to indicate that the vehicle is in a tug-of-war state;

[0202] A calculation module 720, for determining an axle load distribution ratio between a front axle and a rear axle of the vehicle based on the transferred axle load;

[0203] A determination module 730, configured to determine a first distributed torque of the front axle and a second distributed torque of the rear axle based on the vehicle requested torque, the axle load distribution ratio and the vehicle wheel speed;

[0204] The output module 740 is used to output a first distributed torque to the front shaft and a second distributed torque to the rear shaft.

[0205] Optionally, as an embodiment, the calculation module 720 is specifically configured to:

[0206] Obtaining a first axle load of the front axle and a second axle load of the rear axle; wherein the first axle load and the second axle load are used to indicate the axle loads of the front axle and the rear axle of the vehicle before the axle load transfer;

[0207] Based on the first axle load, the second axle load and the transferred axle load, the axle load distribution ratio of the front axle and the rear axle is determined.

[0208] Optionally, as an embodiment, the calculation module 720 is specifically configured to:

[0209] Based on the difference between the first axle load and the transferred axle load, a first updated axle load is obtained;

[0210] Based on the sum of the second axle load and the transferred axle load, a second updated axle load is obtained;

[0211] The ratio of the first updated axle load to the second updated axle load is determined as the axle load distribution ratio.

[0212] Optionally, as an embodiment, the detection module 710 is specifically configured to:

[0213] If it is detected that the vehicle is in the target state, the external pulling force corresponding to the target state and the target height of the vehicle are obtained;

[0214] The transfer axle load is determined based on the external tension and the target height; wherein the transfer axle load is positively correlated with the external tension.

[0215] Optionally, as an embodiment, the detection module 710 is specifically configured to:

[0216] determining a first requested torque based on an accelerator pedal opening of the vehicle;

[0217] determining a second requested torque based on a driving condition of the vehicle;

[0218] The vehicle requested torque is determined based on the first requested torque and the second requested torque.

[0219] Optionally, as an embodiment, the detection module 710 is specifically configured to:

[0220] If the first requested torque is less than or equal to the second requested torque, determining that the vehicle requested torque is equal to the first requested torque;

[0221] If the first requested torque is greater than the second requested torque, it is determined that the vehicle requested torque is equal to the second requested torque.

[0222] Optionally, as an embodiment, the detection module 710 is specifically configured to:

[0223] Based on the driving road condition, determining a target friction force corresponding to the driving road condition;

[0224] The second requested torque is determined based on a product of the target friction force and a tire radius of the vehicle.

[0225] Optionally, as an embodiment, the determination module 730 is specifically configured to:

[0226] Determining a third distributed torque of the front axle and a fourth distributed torque of the rear axle based on the vehicle requested torque and the axle load distribution ratio;

[0227] When the front axle outputs the third distributed torque and the rear axle outputs the fourth distributed torque, determining whether the vehicle wheel speed is greater than a preset wheel speed;

[0228] If the vehicle wheel speed is less than or equal to the preset wheel speed, the third distributed torque is determined as the first distributed torque, and the fourth distributed torque is determined as the second distributed torque;

[0229] If the vehicle wheel speed is greater than the preset wheel speed, a first distributed torque of the front axle and a second distributed torque of the rear axle are determined based on the vehicle wheel speed and the preset wheel speed.

[0230] Optionally, as an embodiment, the determination module 730 is specifically configured to:

[0231] Determining a wheel speed difference between a vehicle wheel speed and a preset wheel speed;

[0232] Based on the wheel speed difference, a target torque is determined;

[0233] Determine the difference between the vehicle request torque and the target torque as the updated vehicle request torque;

[0234] Based on the updated vehicle request torque and axle load distribution ratio, a first distributed torque and a second distributed torque are determined.

[0235] It should be noted that the vehicle control device 700 is implemented in the form of a functional unit. The term "module" here can be implemented in the form of software and / or hardware, and is not specifically limited to this.

[0236] For example, a "module" may be a software program, a hardware circuit, or a combination of the two that implements the above functions. The hardware circuit may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (such as a shared processor, a dedicated processor, or a group processor, etc.) and a memory for executing one or more software or firmware programs, a combined logic circuit, and / or other suitable components that support the described functions.

[0237] Therefore, the units of each example described in the embodiments of the present application can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present application.

[0238] Figure 8 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0239] For example, the vehicle 800 and Figure 1 The vehicle 100 in FIG. 1 represents the same vehicle.

[0240] For example, Figure 8As shown, the vehicle 800 includes: a memory 810 and a processor 820, wherein the memory 810 stores an executable program code 830, and the processor 820 is used to call and execute the executable program code 830 to perform a vehicle control method.

[0241] Exemplarily, the memory 810 can be used to store relevant programs of the vehicle control method provided in the embodiment of the present application; the processor 820 can call the relevant programs of the vehicle control method stored in the memory 810 to execute the vehicle control method of the embodiment of the present application; for example, if it is detected that the vehicle is in a target state, the transfer axle load of the vehicle and the requested torque of the whole vehicle are obtained; wherein the target state is used to indicate that the vehicle is in a tug-of-war state; based on the transfer axle load, the axle load distribution ratio of the front axle and the rear axle of the vehicle is determined; based on the requested torque of the whole vehicle, the axle load distribution ratio and the wheel speed of the vehicle, the first distributed torque of the front axle and the second distributed torque of the rear axle are determined; the first distributed torque is output to the front axle, and the second distributed torque is output to the rear axle.

[0242] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0243] In the case of dividing each functional module according to each function, the device may also include a detection module, a calculation module, a determination module, an output module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0244] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0245] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related program codes, etc.

[0246] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in combination with the contents disclosed in this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0247] In addition, the device provided in the embodiments of the present application may specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0248] The present application also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is executed on a computer, the computer executes the above-mentioned related method steps to implement a vehicle control method provided by the above-mentioned embodiment. Among them, computer-readable storage media may include, but are not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROMs), microdrives and magneto-optical disks, Read-Only Memory (ROMs), Random Access Memory (RAMs), Erasable Programmable Read-Only Memory (EPROMs), Electrically Erasable Programmable Read Only Memory (EEPROMs), Dynamic Random Access Memory (DRAMs), Video Random Access Memory (VRAMs), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0249] The present application also provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement a vehicle control method provided by the above-mentioned embodiment.

[0250] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0251] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned 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.

[0252] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0253] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: If it is detected that the vehicle is in a target state, the transfer axle load and the vehicle request torque of the vehicle are obtained; wherein the target state is used to indicate that the vehicle is in a tug-of-war state; Based on the transferred axle load, determining an axle load distribution ratio between the front axle and the rear axle of the vehicle; Determining a first distributed torque of the front axle and a second distributed torque of the rear axle based on the vehicle requested torque, the axle load distribution ratio and the vehicle wheel speed; outputting the first distributed torque to the front axle, and outputting the second distributed torque to the rear axle; Wherein, the obtaining of the transfer axle load of the vehicle includes: Obtaining the external pulling force corresponding to the target state, the target height of the vehicle and the wheelbase of the vehicle; the target height is used to indicate the height of the center of mass of the vehicle; A target product of the external pulling force and the target height is determined, and a ratio of the target product to the wheelbase of the vehicle is determined as the transferred axle load.

2. The method according to claim 1, characterized in that The determining, based on the transferred axle load, the axle load distribution ratio between the front axle and the rear axle of the vehicle comprises: Acquire a first axle load of the front axle and a second axle load of the rear axle; wherein the first axle load is used to indicate the axle load of the front axle before the axle load transfer, and the second axle load is used to indicate the axle load of the rear axle before the axle load transfer; Based on the first axle load, the second axle load and the transferred axle load, an axle load distribution ratio between the front axle and the rear axle is determined.

3. The method according to claim 2, characterized in that The determining the axle load distribution ratio between the front axle and the rear axle based on the first axle load, the second axle load and the transferred axle load includes: Obtaining a first updated axle load based on a difference between the first axle load and the transferred axle load; Obtaining a second updated axle load based on the sum of the second axle load and the transferred axle load; The ratio of the first updated axle load to the second updated axle load is determined as the axle load distribution ratio.

4. The method according to claim 1, characterized in that: Obtaining the vehicle requested torque of the vehicle, including: determining a first requested torque based on an accelerator pedal opening of the vehicle; determining a second requested torque based on a driving condition of the vehicle; The vehicle request torque is determined based on the first request torque and the second request torque.

5. The method according to claim 4, characterized in that The determining the vehicle requested torque based on the first requested torque and the second requested torque includes: If the first requested torque is less than or equal to the second requested torque, determining that the vehicle requested torque is equal to the first requested torque; If the first requested torque is greater than the second requested torque, it is determined that the vehicle requested torque is equal to the second requested torque.

6. The method according to claim 4, characterized in that The determining of the second requested torque based on the driving condition of the vehicle includes: Based on the driving road condition, determining a target friction force corresponding to the driving road condition; The second requested torque is determined based on a product of the target friction force and a tire radius of the vehicle.

7. The method according to claim 1, characterized in that The determining, based on the vehicle request torque, the axle load distribution ratio and the vehicle wheel speed, the first distributed torque of the front axle and the second distributed torque of the rear axle comprises: Determining a third distributed torque of the front axle and a fourth distributed torque of the rear axle based on the vehicle requested torque and the axle load distribution ratio; In a case where the front axle outputs the third distributed torque and the rear axle outputs the fourth distributed torque, determining whether a vehicle wheel speed is greater than a preset wheel speed; If the vehicle wheel speed is less than or equal to the preset wheel speed, the third distributed torque is determined as the first distributed torque, and the fourth distributed torque is determined as the second distributed torque; If the vehicle wheel speed is greater than the preset wheel speed, a first distributed torque of the front axle and a second distributed torque of the rear axle are determined based on the vehicle wheel speed and the preset wheel speed.

8. The method according to claim 7, characterized in that The determining, based on the vehicle wheel speed and the preset wheel speed, the first distributed torque of the front axle and the second distributed torque of the rear axle comprises: Determining a wheel speed difference between the vehicle wheel speed and the preset wheel speed; determining a target torque based on the wheel speed difference; determining a difference between the vehicle request torque and the target torque as an updated vehicle request torque; The first distributed torque and the second distributed torque are determined based on the updated vehicle request torque and the axle load distribution ratio.

9. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory so that the vehicle executes the vehicle control method as described in any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the vehicle control method according to any one of claims 1 to 8 is implemented.

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