Vehicle torque control method, device and equipment

Abstract

The invention relates to the technical field of computers, in particular to a vehicle torque control method, device and equipment, and the method comprises the steps: obtaining a corresponding speed difference between front and rear wheels through the speed difference between the front and rear wheels of a target vehicle, and adjusting the torque of the target vehicle according to the total demand torque and the speed difference between the front and rear wheels of the target vehicle when the target vehicle meets a torque adjustment condition; and adjusting the front and rear axle torques of the target vehicle to obtain target front and rear axle torques. Thus, by monitoring the speed difference of the front and rear wheels of the vehicle in real time, when the vehicle possibly slips or steers unstably, the torque of the front and rear shafts is dynamically adjusted and distributed in a balanced mode through feedback control in time so as to cooperate with the front and rear shafts to work, the out-of-control risk caused by slipping or insufficient adhesive force of the vehicle is reduced, and stable running of the vehicle is guaranteed; the situation that the vehicle slips excessively or the road holding force is insufficient under different terrains or complex road conditions is effectively avoided, and the control performance, safety and stability of vehicle driving are improved.

Description

Technical Field

[0001] The present application relates to the field of computer technology, and in particular to a vehicle torque control method, device and equipment. Background Art

[0002] As global awareness of sustainable development and environmental protection increases, pure electric vehicles (EV) have gradually become a new development trend in the automotive industry. With the advancement of battery technology and the increase in driving range, the application scope of pure electric vehicles has continued to expand, and the models have gradually expanded to off-road vehicles to meet consumers' expectations for diversified travel needs.

[0003] However, the pure electric off-road vehicles in the prior art still have certain technical defects in the power system design. Especially in complex off-road terrain, the adhesion of the front and rear axles of the pure electric off-road vehicles will fluctuate frequently due to changes in the terrain, resulting in the failure of the front and rear axle rotation speeds to change synchronously, resulting in different front and rear axle slip rates. This will not only reduce the vehicle's handling performance, but also cause the energy of the vehicle's power system to be unable to be fully utilized, reducing the power transmission efficiency, thereby greatly reducing the driving stability and safety of the pure electric off-road vehicle. Summary of the invention

[0004] The present invention provides a vehicle torque control method, device and equipment for improving the control performance and safety and stability of vehicle driving.

[0005] In a first aspect, the present application provides a vehicle torque control method, the method comprising:

[0006] Based on the front and rear axle wheel speeds of the target vehicle, a corresponding front and rear wheel speed difference is obtained, wherein the front and rear axle wheel speeds represent the front axle wheel speed and the rear axle wheel speed of the corresponding vehicle;

[0007] Based on the front and rear wheel speed difference and the vehicle driving state, determining whether the target vehicle meets a preset torque adjustment condition;

[0008] When the target vehicle meets the torque adjustment condition, the front and rear axle torques of the target vehicle are adjusted based on the total required torque of the target vehicle and the front and rear wheel speed difference to obtain target front and rear axle torques.

[0009] In a second aspect, the present application provides a vehicle torque control device, the device comprising:

[0010] An acquisition unit, configured to acquire a corresponding front and rear wheel speed difference based on the front and rear axle wheel speeds of the target vehicle, wherein the front and rear axle wheel speeds represent a front axle wheel speed and a rear axle wheel speed of the corresponding vehicle;

[0011] A judgment unit, configured to judge whether the target vehicle satisfies a preset torque adjustment condition based on the front and rear wheel speed difference and the vehicle driving state;

[0012] The adjustment unit is used to adjust the front and rear axle torques of the target vehicle based on the total required torque of the target vehicle and the front and rear wheel speed difference to obtain target front and rear axle torques when the target vehicle meets the torque adjustment condition.

[0013] Optionally, the torque adjustment condition includes: the front and rear wheel speed difference is greater than a wheel speed difference threshold, and the vehicle driving state is a driving state.

[0014] Optionally, the adjustment unit is specifically used to:

[0015] When the front and rear wheel speed difference is greater than the wheel speed difference threshold, obtaining the current torque ratio of the target vehicle; the current torque ratio represents the ratio between the current front axle torque and the rear axle torque of the corresponding vehicle;

[0016] Based on a preset proportional distribution strategy, the current torque ratio is proportionally adjusted until the target vehicle meets an adjustment termination condition, thereby obtaining a target torque ratio; the adjustment termination condition indicates that the front and rear wheel speed difference is less than the wheel speed difference threshold;

[0017] Based on the target torque ratio and the total required torque, target front and rear axle torques are obtained.

[0018] Optionally, the adjustment unit is further used for:

[0019] Based on the wheel driving state of the target vehicle, a vehicle adhesion coefficient is obtained, wherein the vehicle adhesion coefficient represents the grip between the corresponding vehicle and the ground; the wheel driving state includes the driving force and slip state of each wheel of the corresponding vehicle;

[0020] Based on the actual speed of the target vehicle, obtaining the target wheel speed of each wheel;

[0021] When the front and rear axles of the target vehicle are in a slipping state, the total required torque is adjusted based on the front and rear axle wheel speeds, each target wheel speed and the vehicle adhesion coefficient to obtain a target total required torque.

[0022] Optionally, the adjustment unit is specifically used to:

[0023] Based on the average wheel speed of the front and rear axle wheel speeds, obtaining a difference between the average wheel speed and the target wheel speed;

[0024] Based on the vehicle adhesion coefficient, obtaining a total torque threshold corresponding to the total required torque;

[0025] Based on the difference and the total torque threshold, the total required torque is reduced to obtain the target total required torque, and the target total required torque is greater than the total torque threshold.

[0026] Optionally, the adjustment unit is specifically used to:

[0027] Obtaining the driving force and normal pressure corresponding to each wheel, wherein the normal pressure represents the pressure between the corresponding wheel and the ground in the vertical direction;

[0028] For each wheel, when it is determined that the wheel is in a non-slip state, a wheel adhesion coefficient corresponding to each wheel is obtained based on the driving force and normal pressure of each wheel; the wheel adhesion coefficient represents the grip between the corresponding wheel and the ground;

[0029] Based on the relative magnitude relationship between the wheel adhesion coefficients, the maximum wheel adhesion coefficient is used as the vehicle adhesion coefficient.

[0030] Optionally, the adjustment unit is further used for:

[0031] Determine the target axle to be adjusted based on the current single-axle wheel speed and the target single-axle wheel speed of each axle; the current single-axle wheel speed represents the current left and right wheel speeds of the corresponding axle, and the target single-axle wheel speed is determined based on the actual vehicle speed of the target vehicle;

[0032] Based on the uniaxial adhesion coefficient of the target axle, the uniaxial required torque of the target axle is iteratively adjusted until the difference between the current uniaxial wheel speed of the target axle and the target uniaxial wheel speed is less than a preset difference threshold, and the uniaxial adhesion coefficient represents the grip between the corresponding axle and the ground.

[0033] Optionally, each iteration adjustment process includes:

[0034] Based on the difference between the current single-axle wheel speed and the target single-axle wheel speed, obtaining a single-axle adjustment difference corresponding to the target axle;

[0035] Based on the single-axle adhesion coefficient, obtaining a single-axle torque threshold of the target axle;

[0036] Based on the single-axis adjustment difference and the single-axis torque threshold, the single-axis required torque is reduced to obtain the target single-axis required torque, and the target single-axis required torque is greater than the single-axis torque threshold.

[0037] In a third aspect, the present application provides a computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, any one of the vehicle torque control methods described in the first aspect is implemented.

[0038] In a fourth aspect, the present application provides a computer storage medium, wherein the computer-readable storage medium stores computer program instructions, and the computer program instructions are executed by a processor to implement any one of the vehicle torque control methods described in the first aspect.

[0039] In a fifth aspect, an embodiment of the present application provides a computer program product, comprising computer program instructions, which, when executed by a processor, implement any one of the vehicle torque control methods in the first aspect.

[0040] The beneficial effects of the present invention are as follows:

[0041] The embodiment of the present application provides a vehicle torque control method, which obtains the corresponding front and rear wheel speed difference through the front and rear wheel speed difference of the target vehicle, and when the target vehicle meets the torque adjustment condition, adjusts the front and rear axle torque of the target vehicle according to the total required torque of the target vehicle and the front and rear wheel speed difference to obtain the target front and rear axle torque. In this way, by real-time monitoring the front and rear wheel speed difference of the vehicle, when the vehicle may have problems such as slipping or unstable steering, timely use feedback control to dynamically adjust and balance the front and rear axle torque, so as to coordinate the work of the front and rear axles, reduce the risk of loss of control of the vehicle due to slipping or insufficient adhesion, ensure the smooth driving of the vehicle, effectively avoid excessive slipping or insufficient grip of the vehicle under different terrains or complex road conditions, and improve the control performance and safety stability of vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related technologies, the drawings required for use in the embodiments or the related technical descriptions are briefly introduced below. Obviously, the drawings described below are only the embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0043] Figure 1 A schematic diagram of the structure of a traditional mechanical four-wheel drive vehicle provided in an embodiment of the present application;

[0044] Figure 2 A schematic diagram of the structure of an electric four-wheel drive vehicle provided in an embodiment of the present application;

[0045] Figure 3 A system block diagram of a vehicle torque control system provided in an embodiment of the present application;

[0046] Figure 4 A schematic flow chart of a vehicle torque control method provided in an embodiment of the present application;

[0047] Figure 5A schematic diagram of a process of adjusting the front and rear axle torque provided in an embodiment of the present application;

[0048] Figure 6 A schematic flow chart of another vehicle torque control method provided in an embodiment of the present application;

[0049] Figure 7 A schematic diagram of a total torque demand adjustment process provided in an embodiment of the present application;

[0050] Figure 8 A schematic flow chart of another vehicle torque control method provided in an embodiment of the present application;

[0051] Fig. 9 A schematic diagram of a single-axis torque adjustment process provided in an embodiment of the present application;

[0052] Fig.10 A schematic diagram of the effect of equal distribution control of front and rear axle torque under the related technology provided in an embodiment of the present application;

[0053] Fig.11 A schematic diagram of the effect of vehicle torque control provided by an embodiment of the present application;

[0054] Fig.12 A schematic diagram of the structure of a vehicle torque control device provided in an embodiment of the present application;

[0055] Fig.13 A schematic diagram of the structure of a computer device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0056] In order to make the purpose, technical scheme and advantages of the present application clearer, the technical scheme in the embodiment of the present application will be clearly and completely described below in conjunction with the drawings in the embodiment of the present application. Obviously, the described embodiment is only a part of the embodiment of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present application. In the absence of conflict, the embodiments in the present application and the features in the embodiments can be arbitrarily combined with each other. In addition, although the logical order is shown in the flow chart, in some cases, the steps shown or described can be performed in an order different from that here.

[0057] The terms "first" and "second" in the specification and claims of the present application and the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order. In addition, the term "comprising" and any of their variations are intended to cover non-exclusive protection. For example, a process, method, system, product or device comprising a series of steps or units is not limited to the listed steps or units, but optionally also includes steps or units that are not listed, or optionally also includes other steps or units inherent to these processes, methods, products or devices. "Multiple" in the present application can mean at least two, for example, can be two, three or more, and the embodiments of the present application are not limited.

[0058] The term "and / or" in the embodiments of the present application is only a description of the association relationship of the associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0059] It is understandable that in the following specific implementations of this application, related data such as vehicle operation data are involved. When the various embodiments of this application are applied to specific products or technologies, relevant licenses or consents need to be obtained, and the collection, use and processing of relevant data need to comply with relevant laws, regulations and standards of relevant countries and regions. For example, relevant volunteers can be recruited and relevant agreements on volunteer authorization data can be signed, and then the data of these volunteers can be used for implementation; or, by implementing within the scope of the authorized organization, the following implementation methods are implemented by using the data of members within the organization to manage data; or, the relevant data used in the specific implementation are all simulated data, such as simulated data generated in a virtual scene.

[0060] The following is a brief introduction to the design concept of the embodiments of the present application.

[0061] As global awareness of sustainable development and environmental protection increases, pure electric vehicles have gradually become a new development trend in the automotive industry. With the advancement of battery technology and the improvement of driving range, the application scope of pure electric vehicles continues to expand, and the models have gradually expanded to off-road vehicles, meeting consumers' expectations for diversified travel needs.

[0062] like Figure 1The figure shows a schematic diagram of the structure of a traditional mechanical four-wheel drive vehicle, which includes an engine, an angular transmission device, a transmission shaft, an all-wheel drive clutch, a front / rear axle drive, a front / rear axle differential, and a gearbox, wherein the generator is used to provide a power source for the vehicle, and the traditional mechanical four-wheel drive vehicle usually uses an internal combustion engine to transmit power to the transmission system. The angular transmission device is used to transmit the power from the engine to the transmission shaft at different angles to meet the power transmission requirements between the front and rear wheels. The transmission shaft connects the front and rear axles and transmits power from the front to the rear. It is a key component in the mechanical four-wheel drive system to ensure that the engine power can act on the front and rear wheels at the same time. The all-wheel drive clutch is responsible for engaging or disconnecting the power transmission of the rear axle when four-wheel drive is required, so that the vehicle can switch between two-wheel drive and four-wheel drive modes. The gearbox is used to transmit the power from the engine to the transmission shaft at different angles to meet the power transmission requirements between the front and rear wheels. The differential adjusts the speed difference of the wheels to achieve flexible driving force distribution. However, in order to achieve more flexible front and rear axle torque distribution, current pure electric off-road vehicles have eliminated the central transfer case and differential lock of traditional mechanical four-wheel drive vehicles, and have configured front and rear dual motors and combined electronic control to distribute torque to the front and rear axles. Figure 2 The figure shows a schematic diagram of the structure of an electric four-wheel drive vehicle, which includes a vehicle controller, a drive unit, a transmission device and a differential, wherein the vehicle controller is used to control the front and rear axle drive torque distribution instructions, as well as the distribution and management of energy. Drive unit A and drive unit B correspond to the motor drive units of the front and rear axles respectively, drive the wheels on the front and rear axles by electricity, and are connected to the transmission systems on the front and rear axles respectively. The transmission device and the differential transmit power from the drive unit to the wheels, and adjust the speed difference of the wheels to achieve flexible driving force distribution. Although this change can achieve front and rear axle torque distribution more flexibly than traditional mechanical four-wheel drive, the pure electric off-road vehicle of the related technology still has certain technical defects in the power system design, especially in complex off-road terrain, the front and rear axle adhesion of the pure electric off-road vehicle will fluctuate frequently due to terrain changes, resulting in the inability of the front and rear axle speeds to change synchronously, resulting in different front and rear axle slip rates, which will not only reduce the driving controllability of the vehicle, but also cause the energy of the vehicle power system to be unable to be fully utilized, reduce the power transmission efficiency, and thus greatly reduce the driving stability and safety of the pure electric off-road vehicle.

[0063] In view of the above problems, the embodiment of the present application provides a vehicle torque control method, which obtains the corresponding front and rear wheel speed difference through the front and rear wheel speed difference of the target vehicle, and when the target vehicle meets the torque adjustment conditions, adjusts the front and rear axle torque of the target vehicle according to the total required torque of the target vehicle and the front and rear wheel speed difference to obtain the target front and rear axle torque. In this way, by real-time monitoring the front and rear wheel speed difference of the vehicle, when the vehicle may have problems such as slipping or unstable steering, timely use feedback control to dynamically adjust and balance the front and rear axle torque, so as to coordinate the front and rear axles, reduce the risk of loss of control of the vehicle due to slipping or insufficient adhesion, ensure the smooth driving of the vehicle, effectively avoid excessive slipping or insufficient grip of the vehicle under different terrains or complex road conditions, and improve the vehicle's driving control performance and safety stability.

[0064] The following briefly introduces the application scenarios to which the technical solutions of the embodiments of the present application can be applied. It should be noted that the application scenarios introduced below are only used to illustrate the embodiments of the present application and are not limited. In the specific implementation process, the technical solutions provided by the embodiments of the present application can be flexibly applied according to actual needs.

[0065] The solution provided in the embodiments of the present application can be applied to most driving scenarios of four-wheel drive vehicles, for example, it is compatible with models with power output on both the front and rear axles and without a central differential, including dual-motor, triple-motor, quad-motor and other configurations, as well as pure electric models and hybrid models with parallel mode, to improve vehicle handling, stability and safety. For example, electric vehicles are prone to slipping or loss of control when driving on complex terrains such as mountains, deserts, and muddy terrains due to different road adhesion. Figure 3 As shown is a system block diagram of a vehicle torque control system provided in an embodiment of the present application. The vehicle controller of the electric vehicle can obtain the vehicle's wheel speed, 6-axis inertial navigation, accelerator pedal opening, brake pedal opening, gear position and other parameters in real time through sensors, accelerator / brake pedals, gears, axles and other devices, and output corresponding motor torque instructions based on the vehicle torque control method provided in an embodiment of the present application, so as to achieve front and rear axle wheel speed synchronization by adjusting the front and rear axle torque, total required torque, and single-axle required torque, and control the slip rate of the wheel, so that the capacity of the vehicle power system is fully utilized, and the power torque of the off-road vehicle is accurately distributed, ensuring that the vehicle can obtain appropriate driving force and grip on different terrains, so as to avoid vehicle deviation or sinking, and improve the vehicle driving operation performance and safety stability.

[0066] Of course, the method provided in the embodiment of the present application is not limited to the above application scenarios, but can also be used in other possible application scenarios, which are not limited by the embodiment of the present application. The functions that can be realized by each device in the above application scenarios will be described in the subsequent method embodiments, and no further details will be given here.

[0067] Below, in combination with the application scenarios described above, the method provided by the exemplary embodiment of the present application is described with reference to the accompanying drawings. It should be noted that the above application scenarios are only shown to facilitate understanding of the spirit and principles of the present application, and the implementation methods of the present application are not limited in this regard.

[0068] See also Figure 4 As shown, it is a flow chart of a vehicle torque control method provided by an embodiment of the present application, and the specific implementation process of the flow chart of the method is as follows:

[0069] Step 401: Based on the front and rear axle wheel speeds of the target vehicle, obtain the corresponding front and rear wheel speed difference.

[0070] In the embodiment of the present application, the target vehicle represents an object that requires torque control, and the front and rear axle wheel speeds represent the front axle wheel speed and the rear axle wheel speed of the vehicle, so that the front and rear wheel speed difference of the target vehicle can be obtained according to the difference between the front axle wheel speed and the rear axle wheel speed.

[0071] Specifically, the embodiment of the present application can obtain the real-time wheel speed of the target vehicle, that is, the front axle wheel speed w, through the wheel speed sensor in real time. f and rear axle wheel speed w r , and according to w f and w r The difference between the front and rear wheel speeds of the target vehicle is calculated in real time to obtain the current front and rear wheel speed difference Δw=|w r -w f |.

[0072] Step 402: Based on the front and rear wheel speed difference and the vehicle driving state, determine whether the target vehicle meets the preset torque adjustment condition.

[0073] In the embodiment of the present application, the front and rear wheel speed difference can reflect the vehicle's slipping state, that is, when the wheel speed of a certain axle is significantly higher than that of another axle, it may mean that the vehicle has slipped, and the front and rear axle torque of the vehicle is not suitable for the road conditions. The vehicle's driving state reflects the vehicle's current driving condition. The vehicle's demand for front and rear axle torque is different under different driving conditions such as driving or stationary. In this way, by obtaining the current front and rear wheel speed difference and vehicle driving state of the target vehicle in real time, it can be comprehensively determined whether the vehicle meets the torque adjustment conditions, thereby determining whether it is necessary to enable the target vehicle, that is, to perform subsequent torque adjustment processing.

[0074] In a possible implementation, the torque adjustment condition in the embodiment of the present application may be: the front and rear wheel speed difference of the target vehicle is greater than a preset wheel speed difference threshold, and the vehicle driving state is a driving state.

[0075] Specifically, when the wheel speed difference between the front and rear axles is greater than the wheel speed difference threshold, that is, the wheel speed of a certain axle is significantly faster than that of another axle, it may mean that a certain axle of the target vehicle has slipped or lost grip, and the current torque distribution is not suitable for the road conditions. Moreover, if the vehicle driving state of the target vehicle is a driving state at this time, that is, the vehicle is in a power output working state, the drive system (motor or engine) is applying torque to the wheels, and the front and rear axles of the vehicle also require different driving force distributions to keep the vehicle running. Therefore, upon determining that the vehicle meets the above torque adjustment conditions, the vehicle controller will trigger the subsequent torque adjustment process to redistribute the torque ratio of the front and rear axles to reduce the wheel speed difference and maintain the stability of the vehicle's driving. If the vehicle does not meet the above conditions, there is no need to adjust the torque to avoid unnecessary power waste.

[0076] In a possible implementation, whether the vehicle is in a driving state can be determined based on the accelerator pedal and the brake pedal. For example, the vehicle controller can obtain the driver's driving demand for acceleration and deceleration in real time through the opening sensors of the accelerator pedal and the brake pedal to determine the current driving state of the target vehicle.

[0077] Specifically, when the accelerator pedal opening is greater than 0% and the brake pedal opening is less than 0%, that is, the accelerator pedal is opened but the brake pedal is not opened, it indicates that the driver wants the vehicle to accelerate and the vehicle is in a driving state. When the accelerator pedal opening is less than 0% and the brake pedal opening is greater than 0%, that is, the accelerator pedal is not opened but the brake pedal is opened, it indicates that the driver wants the vehicle to decelerate or brake, and the vehicle is in a non-driving state at this time because the brake system is working and the power system does not output torque. When the accelerator pedal opening is less than 0% and the brake pedal opening is less than 0%, that is, when both the accelerator and the brake pedal are not opened, it indicates that the driver has neither requested acceleration nor deceleration, and the vehicle may be in a non-driving state such as a coasting state or a stationary state.

[0078] Step 403: When the target vehicle meets the torque adjustment condition, the front and rear axle torques of the target vehicle are adjusted based on the total required torque of the target vehicle and the front and rear wheel speed difference to obtain the target front and rear axle torques.

[0079] In the embodiment of the present application, the total required torque represents the total driving force required of the target vehicle, and determines how much of the torque value of the front and rear axles is converted into the total driving force of the vehicle. Therefore, when determining that the target vehicle meets the torque adjustment conditions, the embodiment of the present application can adjust the front and rear axle torques through the vehicle controller in combination with the total required torque and the front and rear wheel speed difference, and obtain the target front and rear torques that meet the actual driving needs, thereby simulating the front and rear axle torque characteristics when the central clutch of a mechanical four-wheel drive vehicle is locked or partially locked, so that the front and rear axles of the target vehicle are linked at a fixed torque ratio when driving, avoiding excessive front and rear wheel speed differences due to different road conditions, dispersing the driving force, and thus achieving synchronous characteristic changes of the front and rear axle torques of the target vehicle.

[0080] In a possible implementation, the specific adjustment process of the front and rear axle torque of the target vehicle in the embodiment of the present application can be as follows: when the front and rear wheel speed difference of the target vehicle is greater than the preset wheel speed difference threshold, the current torque ratio of the target vehicle is obtained, that is, the ratio between the current front axle torque and the rear axle torque of the target vehicle. And according to the preset proportional allocation strategy, the current torque ratio is proportionally adjusted until the target vehicle meets the adjustment termination condition, and the current torque ratio adjusted at this time is used as the target torque ratio, so that the front axle torque and the rear axle torque are reallocated according to the obtained target torque ratio and the total required torque to obtain the target front and rear axle torque.

[0081] In a possible implementation, the embodiment of the present application can determine that the target vehicle meets the adjustment termination condition when the current front and rear wheel speed difference of the target vehicle is less than the wheel speed difference threshold, stop adjusting the current torque ratio, and output the target torque ratio adjusted at this time. In order to improve the accuracy of torque adjustment, the embodiment of the present application can also stop adjusting the torque ratio when it is determined that the current front and rear wheel speed difference of the target vehicle is less than the wheel speed difference threshold, and this less than situation lasts for a certain period of time.

[0082] Specifically, the embodiment of the present application can adjust the current torque ratio by setting a certain feedback adjustment step size. total , the current front and rear axle torque ratio is a f and a r =1-a f For example, when it is determined that the target vehicle meets the torque adjustment condition, that is, the front and rear wheel speed difference Δw is greater than the wheel speed difference threshold Δw th , the torque distribution will be continuously adjusted through wheel speed difference feedback control. Set the feedback adjustment step to Δa. f >a r And Δw>Δw th When the step size is adjusted according to the feedback, the torque ratio of the rear axle is increased and the torque ratio of the front axle is reduced. That is, each torque adjustment is a f =a f -Δa, a r =1-a f Similarly, in a f Less than a r And Δw>Δw th When the step size is adjusted according to the feedback, the torque ratio of the rear axle is reduced and the torque ratio of the front axle is increased. That is, each torque adjustment is a f =a f +Δa,a r =1-a f In this way, until the current front and rear wheel speed difference of the target vehicle is less than the wheel speed difference threshold (Δw<Δwth ) and lasts for a certain period of time (for example, more than 2 seconds), the feedback control will stop, and the target torque ratio adjusted at this time will be output and maintained. According to the latest target torque ratio, the actual torque of the front and rear axles is updated in real time, that is, the actual torque of the front axle T f =a f ·T total , actual torque of rear axle T r =a r ·T total , so that the torque between the front and rear axles of the vehicle reaches a balanced state.

[0083] In one possible implementation, please refer to Figure 5 The figure shows a schematic diagram of the process of front and rear axle torque adjustment provided in an embodiment of the present application. During the front and rear axle torque adjustment process, the front axle wheel speed and rear axle wheel speed of the vehicle will be used for wheel speed difference feedback control, and the vehicle controller will implement the acquisition of wheel speed difference, total required torque, and current front and rear axle torque distribution ratio, thereby adopting the front and rear axle torque adjustment strategy provided in the embodiment of the present application, realizing the electronic differential lock control enable judgment, and outputting the updated torque distribution ratio.

[0084] Specifically, taking an electric four-wheel drive vehicle driving on a muddy road as an example, the front and rear axle wheel speeds of the vehicle are continuously monitored by wheel speed sensors, and the vehicle controller obtains relevant data on the front and rear axle torque adjustment through vehicle devices such as wheel speed sensors. When the front wheels of the vehicle fall into a mud pit and begin to slip, the wheel speed of the front axle will increase rapidly, while the wheel speed of the rear axle is relatively small. The vehicle controller detects that the front and rear axle wheel speed difference is greater than the preset wheel speed difference threshold (for example, the front axle wheel speed is twice the rear axle wheel speed), indicating that the front axle is idling and the rear axle lacks sufficient torque. The vehicle controller will start the enabling control to adjust the front and rear axle torque, that is, according to the wheel speed difference feedback control, the torque distribution is continuously adjusted. At this time, the front axle does not need too much torque because of slippage, while the rear axle has better grip and needs to increase torque. The vehicle controller will combine the current total torque demand of the vehicle to reduce the power allocated to the front axle and increase the power of the rear axle. For example, the vehicle currently needs a total torque of 200Nm. Due to the slippage of the front wheel, 60% of the torque may be allocated to the rear wheel and 40% to the front wheel, or in extreme cases, most of the torque (such as 90%) may even be allocated to the rear wheel. In this way, the distribution ratio of the front and rear axle torque is adjusted, and the torque is redistributed to the front and rear axles to ensure that the rear wheel can push the vehicle out of trouble and successfully drive the vehicle out of the mud pit. During the entire torque adjustment process, the vehicle controller updates the current torque distribution ratio of the front and rear axles in real time, and continuously adjusts the torque according to the latest changes in road conditions. With the redistribution of the front and rear axle torque, the wheel speed difference of the front wheel gradually decreases, and the rear wheel obtains more power until the current front and rear wheel speed difference of the target vehicle is less than the wheel speed difference threshold and lasts for a certain period of time, which means that the vehicle's driving returns to normal and the torque adjustment can be stopped. In this way, through the above-mentioned front and rear axle torque adjustment method, the embodiment of the present application enables the front and rear axle torque of the vehicle to achieve the desired synchronous characteristic change.

[0085] In order to further improve the driving stability of the vehicle, in addition to the above-mentioned front and rear axle torque adjustment, the embodiment of the present application can also adjust the total required torque of the target vehicle, so as to ensure the adaptability of the power output to the driving environment and further avoid the problem of slippage caused by excessive torque.

[0086] See also Figure 6 As shown, it is a flow chart of another vehicle torque control method provided in an embodiment of the present application, the method is used to adjust the total required torque of the target vehicle, and the specific implementation process of the flow chart is as follows:

[0087] Step 601: Based on the wheel driving state of the target vehicle, obtain the vehicle adhesion coefficient.

[0088] In the embodiment of the present application, the wheel driving state includes the driving force and slip state of each wheel of the target vehicle. For example, taking an electric four-wheel drive vehicle as an example, the vehicle has two front axle wheels and two rear axle wheels. The vehicle adhesion coefficient represents the grip between the target vehicle and the ground, that is, the friction characteristics between the vehicle tires and the road surface.

[0089] In a possible implementation, the vehicle adhesion coefficient can be defined as the ratio between the adhesion force and the wheel normal pressure (i.e., the direction perpendicular to the road surface). Therefore, in order to update the adhesion coefficient of the target vehicle in real time, the embodiment of the present application can accurately determine the maximum adhesion capacity between the vehicle and the road surface by real-time monitoring of the wheel driving force and the slipping state, and dynamically adjust the adhesion coefficient according to the adhesion state to ensure the stability and handling of the vehicle. Specifically as follows: The embodiment of the present application obtains the driving force of each wheel, and the pressure of each wheel in the vertical direction with the ground, that is, the normal pressure of the wheel. For each wheel, when it is determined that the wheel is in a non-slipping state, the wheel adhesion coefficient of each wheel is obtained according to the driving force and the normal pressure of the wheel. The wheel adhesion coefficient represents the grip between the corresponding wheel and the ground. Thus, according to the relative size relationship between the adhesion coefficients of each wheel, the maximum wheel adhesion coefficient is used as the vehicle adhesion coefficient of the target vehicle.

[0090] Specifically, the slipping state of the wheel is the core factor for the dynamic update of the adhesion coefficient. The embodiment of the present application can determine whether the vehicle is slipping by the difference between the actual wheel speed and the real speed of the vehicle, or whether the wheel acceleration is greater than the limit value. It is worth mentioning that the embodiment of the present application can select other methods for determining the slipping state according to actual needs, and no specific limitation is made to this. When it is determined that the wheel is not slipping, the wheel adhesion coefficient of each wheel can be calculated separately according to the driving force of the wheel and the normal pressure of the wheel. The specific calculation formula is as follows:

[0091]

[0092] Among them, u i Represents the wheel adhesion coefficient of the i-th wheel. Taking an electric four-wheel drive vehicle as an example, it may include the front left wheel, the front right wheel, the rear left wheel and the rear right wheel.

[0093] F Ni Represents the normal pressure of the i-th wheel, reflecting the maximum grip that the wheel can provide. When stationary or driving at a constant speed, the normal pressure can be calculated by the gravity of the vehicle and the weight distributed to each wheel.

[0094] F TiRepresents the driving force of the i-th wheel, that is, the driving force output by the engine or motor during vehicle driving and ultimately applied to each wheel. The driving force value of each wheel can be obtained by real-time monitoring of the driving force sensor data.

[0095] In summary, after calculating the wheel adhesion coefficient of each wheel separately, the wheel adhesion coefficients of all wheels can be compared to select the maximum wheel adhesion coefficient as the vehicle adhesion coefficient. In non-slip situations, the vehicle adhesion coefficient needs to be adjusted in real time with changes in dynamic factors such as road conditions, vehicle speed, and load. Therefore, after each calculation of a new maximum wheel adhesion coefficient, the vehicle adhesion coefficient needs to be updated. In order to avoid over-frequency adjustment of the vehicle adhesion coefficient due to short-term road surface changes and to ensure vehicle stability, the embodiment of the present application also determines whether the calculated latest maximum wheel adhesion coefficient has changed significantly when the vehicle adhesion coefficient is updated.

[0096] Step 602: Based on the actual speed of the target vehicle, the target wheel speed of each wheel is obtained.

[0097] In the embodiment of the present application, the target wheel speed represents the ideal rotation speed that the wheel should reach under the current vehicle speed and road conditions. Through the target wheel speed and the actual wheel speed, the deviation between the actual wheel speed and the ideal state can be identified, and then it can be determined whether there is slip or idling. If there is a significant difference between the actual wheel speed and the target wheel speed, it may indicate that the adhesion between the wheel and the ground is insufficient, resulting in slip, thereby providing a basis for the subsequent adjustment of the total required torque.

[0098] Specifically, the embodiment of the present application can calculate the wheel angular velocity of each wheel by substituting the known wheel driving slip rate, wheel dynamic rotation radius and vehicle real speed into the calculation formula of wheel driving slip rate. Then, the wheel angular velocity of each wheel is converted by the wheel speed calculation formula to obtain the corresponding target wheel speed of each wheel. The specific formula is as follows:

[0099]

[0100] Among them, λ d Represents the wheel drive slip ratio, that is, the relative slip between the driving wheel and the ground, which is used to measure the degree of wheel slip. d = 0, it means that there is no relative slip between the wheel and the ground, and the wheel moves forward completely relying on grip; when λ d As the value increases, it means that the wheel slip or skidding is more serious.

[0101] ω is the wheel angular velocity, i.e. the rotation speed of the wheel, which can be expressed in radians per second (rad / s), indicating the number of radians the wheel rotates per second, reflecting the rotation of the wheel. The higher the angular velocity, the faster the wheel rotates.

[0102] γ is the dynamic rotation radius of the wheel, which represents the effective radius of the wheel under load, that is, the actual radius of the wheel in motion after contacting the ground. This radius will be affected by factors such as load and vehicle speed.

[0103] v is the reference vehicle speed, that is, the actual speed of the vehicle, which can be measured by a speed sensor and represents the linear speed of the vehicle as a whole.

[0104] n represents the target wheel speed of the wheel.

[0105] Step 603: When the front and rear axles of the target vehicle are in a slipping state, the total required torque is adjusted based on the front and rear axle wheel speeds, the target wheel speeds and the vehicle adhesion coefficient to obtain the target total required torque.

[0106] In the embodiment of the present application, when the front and rear axles of the target vehicle are in a slipping state, it means that the adhesion between the front and rear axle wheels and the ground is not enough to support the current needs of the vehicle. The slipping state also reflects that the vehicle driving force exceeds the friction (adhesion) limit between the wheels and the ground, resulting in the tires being unable to effectively grip the ground. The wheels may be in a state of rapid rotation but the vehicle fails to accelerate accordingly, that is, an "idling" state. In this way, the embodiment of the present application needs to adjust and control the total required torque according to the front and rear axle wheel speeds, the target wheel speeds of each wheel, and the vehicle adhesion coefficient, so as to gradually reduce the total required torque so that the target total required torque does not exceed the range that the adhesion can bear, so that the vehicle can better maintain a stable driving state and improve the vehicle's handling.

[0107] Specifically, the embodiments of the present application can determine whether the front and rear axles are slipping by the difference between the actual wheel speed of the axle and the true speed of the vehicle, or whether the wheel acceleration is greater than a limit value. Of course, other methods of determining the slipping state can also be selected according to actual needs, and the embodiments of the present application do not make specific limitations on this.

[0108] In a possible implementation, the embodiment of the present application obtains the difference between the average wheel speed and the target wheel speed based on the average wheel speed of the front and rear axle wheels. And obtains the total torque threshold corresponding to the total required torque based on the vehicle adhesion coefficient. Thus, the total required torque is reduced by combining the difference and the total torque threshold to obtain the target total required torque, and ensure that the target total required torque is greater than the total torque threshold.

[0109] Specifically, the embodiment of the present application can use the Proportional Integration Differentiation (PID) control method to dynamically and accurately adjust the total required torque, thereby achieving smooth and reliable vehicle driving. First, the difference between the average value of the front and rear axle wheel speeds and the target wheel speed is calculated, and the difference is used as the input of the PID control, namely the slip error, to reflect the current wheel slip state. Through the PID formula combined with the slip error, the adjustment amount of each total required torque adjustment can be calculated, and the total required torque of the target vehicle is dynamically reduced and adjusted by the adjustment amount to ensure that the vehicle still maintains a stable driving state in the slipping state, and can effectively prevent the vehicle from having excess power on slippery or unstable roads, thereby improving the stability and safety of the vehicle. In the process of reducing the total required torque, the total torque threshold is also calculated according to the vehicle adhesion coefficient. As the minimum value of the target total required torque, it reflects the basic torque requirement that the drive system must provide under the current adhesion conditions. Therefore, it is necessary to ensure that the target total required torque obtained by the reduction adjustment is greater than the total torque threshold to maintain effective driving force and driving stability.

[0110] Please refer to Figure 7 As shown, it is a schematic diagram of the process of total torque demand adjustment provided in an embodiment of the present application. During the total torque demand adjustment process, the vehicle controller will adopt the total torque demand adjustment strategy provided in the embodiment of the present application, estimate the vehicle adhesion coefficient, and estimate the target wheel speed of each wheel through the actual vehicle speed, and combine the front and rear axle wheel speeds and the total torque demand to realize the total torque demand adjustment enable judgment and output the updated total torque demand.

[0111] It is worth mentioning that the total demand torque adjustment method protected by the above-mentioned embodiment of the present application can be performed synchronously with the front and rear axle torque adjustment method, that is, the embodiment of the present application can adjust the total demand torque before adjusting the front and rear axle torque of the target vehicle according to the total demand torque of the target vehicle and the front and rear wheel speed difference, obtain the updated target total demand torque, and then adjust the front and rear axle torque of the target vehicle based on the target total demand torque. In addition, the front and rear axle torque can be adjusted first, and then the total demand torque can be adjusted. The embodiment of the present application does not specifically limit this.

[0112] In a possible implementation, the embodiment of the present application also provides a single-axle torque adjustment method. After the target vehicle is torque controlled through the above-mentioned front and rear axle torque adjustment and total demand torque adjustment, if it is detected that the actual wheel speed of a certain axle is still significantly different from the target wheel speed, the embodiment of the present application can adopt the single-axle torque adjustment method to control the torque of a single axle to further reduce the torque demand until the actual wheel speed of the axle is close to the target wheel speed, thereby maximizing the driving force of each wheel while ensuring the adhesion of the wheel to the ground and avoiding slipping, thereby ensuring that the single axle can obtain the best torque support under complex working conditions, further improving the off-road performance and stability of the vehicle.

[0113] See also Figure 8 As shown, it is a flow chart of another vehicle torque control method provided in an embodiment of the present application, the method is used to adjust the single-axle required torque of a single axle, and the specific implementation process of the flow chart is as follows:

[0114] Step 801: Determine a target axle to be adjusted based on the current single-axle wheel speed and the target single-axle wheel speed of each axle.

[0115] In the embodiment of the present application, the current wheel speed of each axle, i.e., the current single-axle wheel speed, is acquired in real time through sensors and other devices, and the current single-axle wheel speed of each axle is compared with the target wheel speed of each wheel calculated by the actual speed of the target vehicle to determine the target axle to be adjusted.

[0116] Specifically, the current single-axle wheel speed represents the current left and right wheel speeds of the corresponding axle. Generally speaking, the wheel speeds of the left and right wheels of the same axle and their target wheel speeds are the same. Therefore, the target wheel speed of the left / wheel of the axle can be directly compared with its current single-axle wheel speed. If it is determined that the actual wheel speed of the wheel of the axle is still significantly different from the target wheel speed, the axle is determined to be the target axle to be subjected to single-axle torque adjustment.

[0117] Step 802: Based on the single-axle adhesion coefficient of the target axle, iteratively adjust the single-axle required torque of the target axle until the difference between the current single-axle wheel speed of the target axle and the target single-axle wheel speed is less than a preset difference threshold.

[0118] In the embodiment of the present application, the adjustment of the uniaxial torque of a single axle is similar to the aforementioned total required torque adjustment process, that is, the difference between the current uniaxial wheel speed of the target axle and the target uniaxial wheel speed is calculated, and the uniaxial torque threshold corresponding to the uniaxial required torque is obtained according to the uniaxial adhesion coefficient. Thus, the uniaxial required torque is reduced by combining the difference and the uniaxial torque threshold until the difference between the current uniaxial wheel speed of the target axle and the target uniaxial wheel speed is less than the preset difference threshold.

[0119] In a possible implementation, the single-axle adhesion coefficient characterizes the grip between the target axle and the ground. The average value or maximum value of the wheel adhesion coefficients of the left / right wheels of the target axle can be used as the single-axle adhesion coefficient of the target axle. This embodiment of the present application does not specifically limit this. In addition, the embodiment of the present application can use a PID control method to dynamically and accurately adjust the single-axle required torque, thereby achieving smooth and reliable vehicle drive. First, the difference between the current single-axle wheel speed of the target axle and the target single-axle wheel speed is calculated, and the difference is used as the input of the PID control, namely the slip error, to reflect the slip state of the target single axle. The adjustment amount of each single-axle required torque adjustment can be calculated by combining the PID formula with the slip error, and the single-axle required torque of the target axle is dynamically reduced and adjusted by the adjustment amount. In the process of reducing the single-axle required torque each time, the single-axle torque threshold is calculated based on the single-axle adhesion coefficient as the minimum value of the total single-axle required torque, and it is ensured that the single-axle required torque updated each time is reduced is greater than the single-axle torque threshold, until the difference between the current single-axle wheel speed of the target axle and the target single-axle wheel speed is less than the preset difference threshold, and the single-axle torque adjustment of the target axle is stopped.

[0120] Please refer to Fig. 9 As shown, it is a schematic diagram of the process of single-axle torque adjustment provided in an embodiment of the present application. During the single-axle torque adjustment process, the single-axle adhesion coefficient of the target axle can be estimated by the aforementioned method of determining the wheel adhesion coefficient, and the vehicle controller performs a single-axle torque reduction enabling judgment, and obtains the single-axle wheel speed of the target axle, that is, the current single-axle wheel speed, the single-axle target wheel speed, and the single-axle required torque in real time, and adopts the single-axle torque adjustment method provided in an embodiment of the present application to output an updated single-axle required torque.

[0121] Please refer to Fig.10 As shown, Fig.10 Schematic diagram of the effect of equal distribution of front and rear axle torque control under related technology. Fig.10 The omega1-omega4 in the figure represent the rotation speeds of the left front wheel, right front wheel, left rear wheel and right rear wheel respectively. Fig.10 It can be clearly seen that under the equal control of the front and rear axles in the related technology, the movement speeds of the front and rear axles of the vehicle are obviously unequal, and the frequency is in a state of alternating rise and fall, which means that the driving stability of the vehicle is poor. Fig.11 As shown, Fig.11 This is a schematic diagram of the effect of vehicle torque control provided by an embodiment of the present application. Fig.11 The omega1-omega4 in the figure also represent the speeds of the left front wheel, right front wheel, left rear wheel and right rear wheel respectively. Fig.11It can be clearly seen that through the vehicle torque control provided in the embodiment of the present application, the speed difference control of the front and rear axles of the wheels can be achieved, so that the movement speeds of the front and rear axles of the vehicle are equal, thereby ensuring that the front and rear axle slip rates remain consistent, which is particularly suitable for improving vehicle driving force in off-road conditions.

[0122] Based on the same inventive concept, the embodiment of the present application further provides a vehicle torque control device 12, which includes:

[0123] An acquisition unit 1201 is used to obtain a corresponding front and rear wheel speed difference based on the front and rear axle wheel speeds of the target vehicle, where the front and rear axle wheel speeds represent the front axle wheel speed and the rear axle wheel speed of the corresponding vehicle;

[0124] The judging unit 1202 is used to judge whether the target vehicle meets the preset torque adjustment condition based on the front and rear wheel speed difference and the vehicle driving state;

[0125] The adjustment unit 1203 is used to adjust the front and rear axle torques of the target vehicle based on the total required torque of the target vehicle and the front and rear wheel speed difference to obtain target front and rear axle torques when the target vehicle meets the torque adjustment conditions.

[0126] Optionally, the torque adjustment conditions include: the front and rear wheel speed difference is greater than a wheel speed difference threshold, and the vehicle is in a driving state.

[0127] Optionally, the adjustment unit 1203 is specifically configured to:

[0128] When the front and rear wheel speed difference is greater than the wheel speed difference threshold, the current torque ratio of the target vehicle is obtained; the current torque ratio represents the ratio between the current front axle torque and the rear axle torque of the corresponding vehicle;

[0129] Based on the preset proportional distribution strategy, the current torque ratio is proportionally adjusted until the target vehicle meets the adjustment termination condition to obtain the target torque ratio; the adjustment termination condition indicates that the front and rear wheel speed difference is less than the wheel speed difference threshold;

[0130] Based on the target torque ratio and the total required torque, the target front and rear axle torques are obtained.

[0131] Optionally, the adjustment unit 1203 is further configured to:

[0132] Based on the wheel driving state of the target vehicle, a vehicle adhesion coefficient is obtained, where the vehicle adhesion coefficient represents the grip between the corresponding vehicle and the ground; the wheel driving state includes the driving force and slip state of each wheel of the corresponding vehicle;

[0133] Based on the actual speed of the target vehicle, a target wheel speed of each wheel is obtained;

[0134] When the front and rear axles of the target vehicle are in a slipping state, the total required torque is adjusted based on the front and rear axle wheel speeds, the target wheel speeds and the vehicle adhesion coefficient to obtain the target total required torque.

[0135] Optionally, the adjustment unit 1203 is specifically configured to:

[0136] Based on the average wheel speed of the front and rear axle wheel speeds, a difference between the average wheel speed and the target wheel speed is obtained;

[0137] Based on the vehicle adhesion coefficient, a total torque threshold corresponding to the total required torque is obtained;

[0138] Based on the difference and the total torque threshold, the total demand torque is reduced to obtain a target total demand torque, and the target total demand torque is greater than the total torque threshold.

[0139] Optionally, the adjustment unit 1203 is specifically configured to:

[0140] Obtain the driving force and normal pressure corresponding to each wheel, where the normal pressure represents the pressure between the corresponding wheel and the ground in the vertical direction;

[0141] For each wheel, when it is determined that the wheel is in a non-slip state, a wheel adhesion coefficient corresponding to each wheel is obtained based on the driving force and normal pressure of each wheel; the wheel adhesion coefficient represents the grip between the corresponding wheel and the ground;

[0142] Based on the relative size relationship between the wheel adhesion coefficients, the maximum wheel adhesion coefficient is taken as the vehicle adhesion coefficient.

[0143] Optionally, the adjustment unit 1203 is further configured to:

[0144] Based on the current single-axle wheel speed and the target single-axle wheel speed of each axle, the target axle to be adjusted is determined; the current single-axle wheel speed represents the current left and right wheel speeds of the corresponding axle, and the target single-axle wheel speed is determined based on the actual vehicle speed of the target vehicle;

[0145] Based on the single-axle adhesion coefficient of the target axle, the single-axle required torque of the target axle is iteratively adjusted until the difference between the current single-axle wheel speed of the target axle and the target single-axle wheel speed is less than a preset difference threshold, and the single-axle adhesion coefficient represents the grip between the corresponding axle and the ground.

[0146] Optionally, each iteration adjustment process includes:

[0147] Based on the difference between the current single-axle wheel speed and the target single-axle wheel speed, obtaining the single-axle adjustment difference corresponding to the target axle;

[0148] Based on the single-axle adhesion coefficient, a single-axle torque threshold of the target axle is obtained;

[0149] Based on the single-axis adjustment difference and the single-axis torque threshold, the single-axis required torque is reduced to obtain a target single-axis required torque, and the target single-axis required torque is greater than the single-axis torque threshold.

[0150] For the convenience of description, the above parts are divided into each unit module (or module) according to the function and described separately. Of course, when implementing the present application, the functions of each unit (or module) can be implemented in the same one or more software or hardware. It can be understood by those skilled in the art that various aspects of the present application can be implemented as a system, method or program product. Therefore, various aspects of the present application can be specifically implemented in the following forms, namely: a complete hardware implementation method, a complete software implementation method (including firmware, microcode, etc.), or an implementation method combining hardware and software, which can be collectively referred to as "circuit", "module" or "system" here.

[0151] The device can be used to execute the methods shown in the various embodiments of the present application. Therefore, for the functions that can be implemented by the various functional modules of the device, reference can be made to the description of the aforementioned embodiments and no further details will be given.

[0152] See also Fig.13 As shown, based on the same technical concept, the embodiment of the present application also provides a computer device 130, which can be Figure 3 In the vehicle torque control system shown, the computer device 130 may include a memory 1301 and a processor 1302 .

[0153] The so-called memory 1301 is used to store computer programs executed by the processor 1302. The memory 1301 may mainly include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application required for at least one function, etc.; the data storage area may store data created according to the use of the computer device, etc. The processor 1302 may be a central processing unit (CPU), or a digital processing unit, etc. The specific connection medium between the above-mentioned memory 1301 and the processor 1302 is not limited in the embodiments of the present application. The embodiments of the present application are Figure 4 In the embodiment, the memory 1301 and the processor 1302 are connected via a bus 1303. The bus 1303 is connected to the processor 1302 via a bus 1303. Figure 4 The connection between other components is shown by bold lines, and is not intended to be limiting. The so-called bus 1303 can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Fig.13 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0154] The memory 1301 may be a volatile memory, such as a random-access memory (RAM); the memory 1301 may also be a non-volatile memory, such as a read-only memory, a flash memory, a hard disk drive (HDD) or a solid-state drive (SSD), or the memory 1301 is any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto. The memory 1301 may be a combination of the above memories.

[0155] The processor 1302 is used to execute the vehicle torque control method executed by the device in each embodiment of the present application when calling the computer program stored in the so-called memory 1301.

[0156] In some possible embodiments, various aspects of the vehicle torque control method provided in the present application can also be implemented in the form of a program product, which includes program code. When the program product is run on a computer device, the program code is used to enable the computer device to execute the steps of the vehicle torque control method according to various exemplary embodiments of the present application described above in this specification. For example, the computer device can execute the steps of each embodiment.

[0157] The program product may use any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection with one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0158] The program product of the embodiment of the present application may adopt a portable compact disk read-only memory (CD-ROM) and include program code, and can be run on a computing device. However, the program product of the present application is not limited thereto. In the present application, the readable storage medium may be any tangible medium containing or storing a program, which may be used by or in combination with a command execution system, device or device.

[0159] The readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, wherein the readable program code is carried. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. The readable signal medium may also be any readable medium other than a readable storage medium, which may send, propagate, or transmit a program for use by or in conjunction with a command execution system, apparatus, or device.

[0160] The program code embodied on the readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wired, optical cable, RF, etc., or any suitable combination of the foregoing.

[0161] Program code for performing the operations of the present application may be written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Java, C++, etc., and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user computing device, partially on the user equipment, as a separate software package, partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server. In the case of a remote computing device, the remote computing device may be connected to the user computing device via any type of network including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computing device (e.g., via the Internet using an Internet service provider).

[0162] It should be noted that, although several units or subunits of the device are mentioned in the above detailed description, this division is merely exemplary and not mandatory. In fact, according to the embodiments of the present application, the features and functions of two or more units described above can be embodied in one unit. Conversely, the features and functions of one unit described above can be further divided into multiple units to be embodied.

[0163] In addition, although the operations of the method of the present application are described in a specific order in the drawings, this does not require or imply that the operations must be performed in this specific order, or that all the operations shown must be performed to achieve the desired results. Additionally or alternatively, some steps may be omitted, multiple steps may be combined into one step, and / or one step may be decomposed into multiple steps.

[0164] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0165] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0166] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A vehicle torque control method, characterized in that: The method comprises: Based on the front and rear axle wheel speeds of the target vehicle, a corresponding front and rear wheel speed difference is obtained, wherein the front and rear axle wheel speeds represent the front axle wheel speed and the rear axle wheel speed of the corresponding vehicle; Based on the front and rear wheel speed difference and the vehicle driving state, determining whether the target vehicle meets a preset torque adjustment condition; When the target vehicle meets the torque adjustment condition, the front and rear axle torques of the target vehicle are adjusted based on the total required torque of the target vehicle and the front and rear wheel speed difference to obtain target front and rear axle torques.

2. The method according to claim 1, characterized in that The torque adjustment condition includes: the front and rear wheel speed difference is greater than a wheel speed difference threshold, and the vehicle driving state is a driving state.

3. The method according to claim 2, characterized in that The adjusting the front and rear axle torques of the target vehicle based on the total required torque of the target vehicle and the front and rear wheel speed difference to obtain target front and rear axle torques includes: When the front and rear wheel speed difference is greater than the wheel speed difference threshold, obtaining the current torque ratio of the target vehicle; the current torque ratio represents the ratio between the current front axle torque and the rear axle torque of the corresponding vehicle; Based on a preset proportional distribution strategy, the current torque ratio is proportionally adjusted until the target vehicle meets an adjustment termination condition, thereby obtaining a target torque ratio; the adjustment termination condition indicates that the front and rear wheel speed difference is less than the wheel speed difference threshold; Based on the target torque ratio and the total required torque, target front and rear axle torques are obtained.

4. The method according to claim 1, characterized in that The method further comprises: Based on the wheel driving state of the target vehicle, a vehicle adhesion coefficient is obtained, wherein the vehicle adhesion coefficient represents the grip between the corresponding vehicle and the ground; the wheel driving state includes the driving force and slip state of each wheel of the corresponding vehicle; Based on the actual speed of the target vehicle, obtaining the target wheel speed of each wheel; When the front and rear axles of the target vehicle are in a slipping state, the total required torque is adjusted based on the front and rear axle wheel speeds, each target wheel speed and the vehicle adhesion coefficient to obtain a target total required torque.

5. The method according to claim 4, characterized in that The adjusting the total required torque based on the front and rear axle wheel speeds, the target wheel speeds and the vehicle adhesion coefficient to obtain the target total required torque includes: Based on the average wheel speed of the front and rear axle wheel speeds, obtaining a difference between the average wheel speed and the target wheel speed; Based on the vehicle adhesion coefficient, obtaining a total torque threshold corresponding to the total required torque; Based on the difference and the total torque threshold, the total required torque is reduced to obtain the target total required torque, and the target total required torque is greater than the total torque threshold.

6. The method according to claim 4, characterized in that The obtaining of the vehicle adhesion coefficient based on the wheel driving state of the target vehicle comprises: Obtaining the driving force and normal pressure corresponding to each wheel, wherein the normal pressure represents the pressure between the corresponding wheel and the ground in the vertical direction; For each wheel, when it is determined that the wheel is in a non-slip state, a wheel adhesion coefficient corresponding to each wheel is obtained based on the driving force and normal pressure of each wheel; the wheel adhesion coefficient represents the grip between the corresponding wheel and the ground; Based on the relative magnitude relationship between the wheel adhesion coefficients, the maximum wheel adhesion coefficient is used as the vehicle adhesion coefficient.

7. The method according to claim 1, characterized in that After obtaining the updated target front and rear axle torques, the method further includes: Determine the target axle to be adjusted based on the current single-axle wheel speed and the target single-axle wheel speed of each axle; the current single-axle wheel speed represents the current left and right wheel speeds of the corresponding axle, and the target single-axle wheel speed is determined based on the actual vehicle speed of the target vehicle; Based on the uniaxial adhesion coefficient of the target axle, the uniaxial required torque of the target axle is iteratively adjusted until the difference between the current uniaxial wheel speed of the target axle and the target uniaxial wheel speed is less than a preset difference threshold, and the uniaxial adhesion coefficient represents the grip between the corresponding axle and the ground.

8. The method according to claim 7, characterized in that Each iterative adjustment process includes: Based on the difference between the current single-axle wheel speed and the target single-axle wheel speed, obtaining a single-axle adjustment difference corresponding to the target axle; Based on the single-axle adhesion coefficient, obtaining a single-axle torque threshold of the target axle; Based on the single-axis adjustment difference and the single-axis torque threshold, the single-axis required torque is reduced to obtain the target single-axis required torque, and the target single-axis required torque is greater than the single-axis torque threshold.

9. A vehicle torque control device, characterized in that: The device comprises: An acquisition unit, configured to acquire a corresponding front and rear wheel speed difference based on the front and rear axle wheel speeds of the target vehicle, wherein the front and rear axle wheel speeds represent a front axle wheel speed and a rear axle wheel speed of the corresponding vehicle; A judgment unit, configured to judge whether the target vehicle satisfies a preset torque adjustment condition based on the front and rear wheel speed difference and the vehicle driving state; The adjustment unit is used to adjust the front and rear axle torques of the target vehicle based on the total required torque of the target vehicle and the front and rear wheel speed difference to obtain target front and rear axle torques when the target vehicle meets the torque adjustment condition.

10. A computer device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 8 are implemented.

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