Vehicle control method and device and vehicle

Abstract

The invention relates to the technical field of vehicle control, and provides a vehicle control method and device and a vehicle. The method comprises the following steps: acquiring a current running mode of a vehicle; determining a torque distribution coefficient to be selected based on the current actual battery electric quantity of the vehicle in response to the determination that the current operation mode is a direct drive mode or a series-parallel mode; the current torque distribution coefficient at the current moment is determined, and the target torque distribution coefficient with the minimum energy consumption is determined from the torque distribution coefficients to be selected and the current torque distribution coefficient according to the driving mode of the vehicle; and distributing the current torque request according to the target torque distribution coefficient. Therefore, the current torque request can be distributed according to the target torque distribution coefficient with the minimum energy consumption, so that the power consumption of the vehicle is reduced, and the power protection capability of the vehicle can be improved when the electric quantity of the vehicle battery is low.

Description

Technical Field

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

[0002] With the development of the vehicle industry, multiple motors can be used to drive the vehicle in pure electric mode. However, when the battery power of the vehicle is low, driving the vehicle with multiple motors will cause the vehicle to consume a lot of power and have poor power retention.

[0003] In view of this, how to improve the vehicle's power retention capability when the vehicle battery is low has become a technical problem that needs to be solved urgently. Summary of the invention

[0004] In view of this, the purpose of the present disclosure is to provide a vehicle control method and a vehicle to solve the problem in the prior art that when the battery power of the vehicle is low, the vehicle is driven by multiple motors, resulting in poor power retention of the vehicle.

[0005] Based on the above objectives, the first aspect of the present disclosure provides a vehicle control method, the method comprising:

[0006] Get the current operating mode of the vehicle;

[0007] In response to determining that the current operating mode is a direct drive mode or a parallel-connection mode, determining a torque distribution coefficient to be selected based on a current actual battery power of the vehicle;

[0008] Determine a current torque distribution coefficient at a current moment, and determine a target torque distribution coefficient with minimum energy consumption from the candidate torque distribution coefficient and the current torque distribution coefficient according to a driving mode of the vehicle;

[0009] The current torque request is distributed according to the target torque distribution coefficient.

[0010] Based on the same inventive concept, the second aspect of the present disclosure provides a vehicle control device, comprising:

[0011] An acquisition module, configured to acquire a current operating mode of the vehicle;

[0012] A first determination module is configured to determine a to-be-selected torque distribution coefficient based on a current actual battery power of the vehicle in response to determining that the current operating mode is a direct drive mode or a parallel-parallel mode;

[0013] A second determination module is configured to determine a current torque distribution coefficient at a current moment, and determine a target torque distribution coefficient with minimum energy consumption from the candidate torque distribution coefficient and the current torque distribution coefficient according to a driving mode of the vehicle;

[0014] The distribution module is configured to distribute the current torque request according to the target torque distribution coefficient.

[0015] Based on the same inventive concept, the third aspect of the present disclosure proposes an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method as described above when executing the computer program.

[0016] Based on the same inventive concept, a fourth aspect of the present disclosure proposes a vehicle, which includes the vehicle control device described in the second aspect or the electronic device described in the third aspect.

[0017] As can be seen from the above, the vehicle control method, device and vehicle provided by the present disclosure. Obtain the current operating mode of the vehicle. The current operating mode is a direct drive mode or a hybrid mode, and the to-be-selected torque distribution coefficient is determined based on the current actual battery power of the vehicle, so that the determined to-be-selected torque distribution coefficient takes into account the current actual battery power. Determine the current torque distribution coefficient at the current moment, and according to the driving mode of the vehicle, the target torque distribution coefficient with the minimum energy consumption can be accurately determined from the to-be-selected torque distribution coefficient and the current torque distribution coefficient, and the to-be-selected torque distribution coefficient and the current torque distribution coefficient are comprehensively considered, so that the target torque distribution coefficient is more accurate and is the torque distribution coefficient with the minimum energy consumption. Allocate the current torque request according to the target torque distribution coefficient. In this way, the current torque request can be allocated according to the target torque distribution coefficient with the minimum energy consumption, thereby reducing the power consumption of the vehicle and improving the power conservation capability of the vehicle when the battery power of the vehicle is low. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the present disclosure or related technologies, the drawings required for use in the embodiments or related technical descriptions are briefly introduced below. Obviously, the drawings described below are only embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0019] Figure 1 is a flow chart of a vehicle control method according to an embodiment of the present disclosure;

[0020] Figure 2 is a schematic structural diagram of a vehicle control device according to an embodiment of the present disclosure;

[0021] Figure 3 It is a schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0022] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.

[0023] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present disclosure should be understood by people with ordinary skills in the field to which the present disclosure belongs. The "first", "second" and similar words used in the embodiments of the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. "Including" or "comprising" and similar words mean that the elements or objects appearing before the word cover the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0024] As mentioned above, how to improve the vehicle's power retention capability when the vehicle battery is low has become an important research issue.

[0025] Based on the above description, if Figure 1 As shown, the vehicle control method proposed in this embodiment includes:

[0026] Step 101, obtaining the current operating mode of the vehicle.

[0027] In specific implementation, the current operation mode is the driving operation mode of the vehicle at the current moment. The current operation mode includes a direct drive mode and a hybrid mode.

[0028] In pure electric mode, direct drive mode refers to pure electric direct drive mode. In pure electric direct drive mode, the vehicle is completely powered by batteries, the motor directly drives the wheels, and no other energy conversion process is involved. It has high transmission efficiency, fast response speed and good smoothness.

[0029] In pure electric mode, the hybrid mode refers to the pure electric hybrid mode. In pure electric hybrid mode, the motor is used as the power to drive the wheels, the engine is used to generate electricity, and the motor drives the wheels. After the engine generates electricity, the electricity is stored in the battery, and then the motor drives the vehicle. It is more suitable when the battery power is low and can ensure the continuous driving of the vehicle.

[0030] Step 102 , in response to determining that the current operating mode is a direct drive mode or a parallel-parallel mode, determining a torque distribution coefficient to be selected based on a current actual battery power of the vehicle.

[0031] In specific implementation, when the current operating mode is direct drive mode or hybrid mode, it means that the vehicle is driven by an electric motor. When the actual battery power is low, the vehicle's power retention ability will be extremely poor due to continuous power consumption.

[0032] Based on the above reasons, when the current operating mode is the direct drive mode or the parallel-connection mode, the to-be-selected torque distribution coefficient is determined based on the current actual battery power of the vehicle, and the current torque request is redistributed.

[0033] The current actual battery power is the actual remaining battery power at the current moment. The remaining battery power (State of Charge, SOC for short) represents the charging state of the battery in the vehicle.

[0034] Step 103, determining the current torque distribution coefficient at the current moment, and determining the target torque distribution coefficient with the minimum energy consumption from the candidate torque distribution coefficient and the current torque distribution coefficient according to the driving mode of the vehicle.

[0035] In specific implementation, in order to avoid higher energy consumption caused by the stand-by torque distribution coefficient determined based on the current actual battery power, the current torque distribution coefficient at the current moment is determined, the stand-by torque distribution coefficient is compared with the current torque distribution coefficient, and the target torque distribution coefficient with the minimum energy consumption is determined from the stand-by torque distribution coefficient and the current torque distribution coefficient.

[0036] Specifically, the driving modes of the vehicle include a front-wheel drive mode and a rear-wheel drive mode.

[0037] When the vehicle is driven in a front-wheel drive mode, the front axle energy consumption under the to-be-selected torque distribution coefficient and the current torque distribution coefficient are determined respectively, and the target torque distribution coefficient with the minimum front axle energy consumption is determined from the to-be-selected torque distribution coefficient and the current torque distribution coefficient.

[0038] When the vehicle is driven in a rear-wheel drive mode, the rear axle energy consumption under the to-be-selected torque distribution coefficient and the current torque distribution coefficient are determined respectively, and the target torque distribution coefficient with the minimum rear axle energy consumption is determined from the to-be-selected torque distribution coefficient and the current torque distribution coefficient.

[0039] Step 104 : Allocate the current torque request according to the target torque allocation coefficient.

[0040] In specific implementation, the front axle distribution torque is determined based on the target torque distribution coefficient, and the front axle of the vehicle is controlled according to the front axle distribution torque. The rear axle distribution torque is determined based on the target torque distribution coefficient, and the rear axle of the vehicle is controlled according to the rear axle distribution torque.

[0041] Through the above embodiment, the current operating mode of the vehicle is obtained. The current operating mode is a direct drive mode or a hybrid mode, and the selected torque distribution coefficient is determined based on the current actual battery power of the vehicle, so that the determined selected torque distribution coefficient takes into account the current actual battery power. Determine the current torque distribution coefficient at the current moment, and according to the driving mode of the vehicle, the target torque distribution coefficient with the minimum energy consumption can be accurately determined from the selected torque distribution coefficient and the current torque distribution coefficient, and the selected torque distribution coefficient and the current torque distribution coefficient are comprehensively considered, so that the target torque distribution coefficient is more accurate and is the torque distribution coefficient with the minimum energy consumption. The current torque request is distributed according to the target torque distribution coefficient. In this way, the current torque request can be distributed according to the target torque distribution coefficient with the minimum energy consumption, thereby reducing the power consumption of the vehicle and improving the power conservation capability of the vehicle when the battery power of the vehicle is low.

[0042] In some embodiments, step 102 includes:

[0043] Step 1021 , obtaining the current actual battery power, current torque request and current vehicle speed at the current moment.

[0044] Step 1022: Determine a first torque distribution coefficient corresponding to the current actual battery power and the current torque request according to a preset first corresponding relationship; wherein the first corresponding relationship is a corresponding relationship between the actual battery power, the torque request and the torque distribution coefficient.

[0045] Step 1023, determining a second torque distribution coefficient corresponding to the current actual battery power and the current vehicle speed according to a preset second corresponding relationship; wherein the second corresponding relationship is a corresponding relationship between the actual battery power, the vehicle speed and the torque distribution coefficient.

[0046] Step 1024: Use the first torque distribution coefficient and the second torque distribution coefficient as torque distribution coefficients to be selected.

[0047] In a specific implementation, in order to make the determined torque distribution coefficient to be selected more accurate, a plurality of torque distribution coefficients to be selected are determined based on the current actual battery power.

[0048] A plurality of correspondences between actual battery power and torque distribution coefficients are pre-stored, wherein a first correspondence is a correspondence between actual battery power, torque request and torque distribution coefficient.

[0049] The second corresponding relationship is the corresponding relationship between the actual battery power, the vehicle speed and the torque distribution coefficient.

[0050] The current actual battery power is the actual remaining battery power at the current moment. The current torque request is the total torque request that needs to be responded to at the current moment. The current vehicle speed is the vehicle speed at the current moment.

[0051] For example, the first correspondence includes: torque distribution coefficient I corresponding to actual battery power a and 100N·m torque request, torque distribution coefficient II corresponding to actual battery power b and 90N·m torque request, and torque distribution coefficient III corresponding to actual battery power c and 80N·m torque request. When the current actual battery power is c and the current torque request is 80N·m, torque distribution coefficient III is used as the first torque distribution coefficient.

[0052] For another example, the second corresponding relationship includes: torque distribution coefficient I corresponding to actual battery power a and vehicle speed of 80 km / h, torque distribution coefficient II corresponding to actual battery power b and vehicle speed of 60 km / h, and torque distribution coefficient III corresponding to actual battery power c and vehicle speed of 40 km / h. When the current actual battery power is b and the current vehicle speed is 60 km / h, torque distribution coefficient II is used as the second torque distribution coefficient.

[0053] Through the above scheme, the first torque distribution coefficient is determined according to the current actual battery power and the current torque request, and the second torque distribution coefficient is determined according to the current actual battery power and the current vehicle speed, and the first torque distribution coefficient and the second torque distribution coefficient are used as the selected torque distribution coefficients. In this way, the selected torque distribution coefficient determined based on the current actual battery power is more accurate.

[0054] In some embodiments, step 102 includes:

[0055] Step 1025, obtaining the current target battery power at the current moment, and determining the current power difference between the current actual battery power and the current target battery power.

[0056] Step 1026, determining a third torque distribution coefficient corresponding to the current power difference and the current torque request according to a preset third corresponding relationship; wherein the third corresponding relationship is a corresponding relationship between the power difference, the torque request and the torque distribution coefficient.

[0057] Step 1027, determining a fourth torque distribution coefficient corresponding to the current charge difference and the current vehicle speed according to a preset fourth corresponding relationship; wherein the fourth corresponding relationship is a corresponding relationship between the charge difference, the vehicle speed and the torque distribution coefficient.

[0058] Step 1028: Use the first torque distribution coefficient, the second torque distribution coefficient, the third torque distribution coefficient and the fourth torque distribution coefficient as torque distribution coefficients to be selected.

[0059] In specific implementation, in order to achieve the purpose of energy saving and power preservation, the selected torque distribution coefficient is determined according to the target battery power after energy saving and power preservation, so that the determined selected torque distribution coefficient is more accurate.

[0060] The current target battery power is the remaining battery power after energy saving and power conservation that is desired to be achieved at the current moment. The power difference between the current actual battery power and the current target battery power is determined, and the torque distribution coefficient to be selected is determined based on the power difference.

[0061] A plurality of correspondences between power difference and torque distribution coefficient are pre-stored, wherein the third correspondence is the correspondence between power difference, torque request and torque distribution coefficient, and the fourth correspondence is the correspondence between power difference, vehicle speed and torque distribution coefficient.

[0062] For example, the third correspondence includes: torque distribution coefficient I corresponding to power difference A and 100 N·m torque request, torque distribution coefficient II corresponding to power difference B and 90 N·m torque request, and torque distribution coefficient III corresponding to power difference C and 80 N·m torque request. When the current power difference is C and the current torque request is 80 N·m, torque distribution coefficient III is used as the first torque distribution coefficient.

[0063] For another example, the fourth corresponding relationship includes: torque distribution coefficient I corresponding to power difference A and vehicle speed of 80 km / h, torque distribution coefficient II corresponding to power difference B and vehicle speed of 60 km / h, and torque distribution coefficient III corresponding to power difference C and vehicle speed of 40 km / h. When the current power difference is B and the current vehicle speed is 60 km / h, torque distribution coefficient II is used as the second torque distribution coefficient.

[0064] Through the above scheme, the third torque distribution coefficient is determined according to the current power difference and the current torque request, the fourth torque distribution coefficient is determined according to the current power difference and the current vehicle speed, and the first torque distribution coefficient, the second torque distribution coefficient, the third torque distribution coefficient and the fourth torque distribution coefficient are used as the selected torque distribution coefficients. In this way, the selected torque distribution coefficient determined based on the current actual battery power and power difference is more accurate.

[0065] In some embodiments, step 103 includes:

[0066] Step 103A, determining that the driving mode is a rear-wheel drive mode, determining a candidate rear axle distribution torque based on the candidate torque distribution coefficient, and determining a current rear axle distribution torque based on the current torque distribution coefficient.

[0067] Step 103B: in response to determining that the to-be-selected rear axle distribution torque is less than the current rear axle distribution torque, using the to-be-selected torque distribution coefficient as the target torque distribution coefficient.

[0068] Step 103C: in response to determining that the current rear axle distribution torque is less than the to-be-selected rear axle distribution torque, using the current torque distribution coefficient as the target torque distribution coefficient.

[0069] In specific implementation, when the vehicle is driven in rear-wheel drive mode, the motor drives the rear wheels of the vehicle. In order to achieve the purpose of energy saving and power conservation, it is necessary to reduce the torque distributed to the rear axle. Therefore, among the candidate torque distribution coefficients and the current torque distribution coefficients, the torque distribution coefficient with the smallest torque distributed to the rear axle is determined as the target torque distribution coefficient.

[0070] Specifically, the to-be-selected rear axle distribution torque is determined based on the to-be-selected torque distribution coefficient, and the current rear axle distribution torque is determined based on the current torque distribution coefficient. When the to-be-selected rear axle distribution torque is less than the current rear axle distribution torque, it means that the rear axle distribution torque corresponding to the to-be-selected torque distribution coefficient is smaller, and the to-be-selected torque distribution coefficient is used as the target torque distribution coefficient. When the current rear axle distribution torque is less than the to-be-selected rear axle distribution torque, it means that the rear axle distribution torque corresponding to the current torque distribution coefficient is smaller, and the current torque distribution coefficient is used as the target torque distribution coefficient.

[0071] In addition, when there are multiple torque distribution coefficients to be selected, the corresponding rear axle distribution torque to be selected is determined based on each torque distribution coefficient to be selected. The multiple rear axle distribution torques to be selected are compared with the current rear axle distribution torque, and the torque distribution coefficient corresponding to the minimum rear axle distribution torque is used as the target torque distribution coefficient.

[0072] For example, the torque distribution coefficients to be selected include: a first torque distribution coefficient, a second torque distribution coefficient, a third torque distribution coefficient and a fourth torque distribution coefficient. The first rear axle distribution torque is determined based on the first torque distribution coefficient, the second rear axle distribution torque is determined based on the second torque distribution coefficient, the third rear axle distribution torque is determined based on the third torque distribution coefficient, the fourth rear axle distribution torque is determined based on the fourth torque distribution coefficient, and the current rear axle distribution torque is determined based on the current torque distribution coefficient. The first rear axle distribution torque, the second rear axle distribution torque, the third rear axle distribution torque, the fourth rear axle distribution torque and the current rear axle distribution torque are compared and processed. When the first rear axle distribution torque is the minimum rear axle distribution torque, the first torque distribution coefficient is used as the target torque distribution coefficient with the minimum energy consumption.

[0073] Through the above scheme, when the vehicle is driven in the rear-wheel drive mode, the selected rear axle distribution torque is determined based on the selected torque distribution coefficient, and the current rear axle distribution torque is determined based on the current torque distribution coefficient. When the selected rear axle distribution torque is less than the current rear axle distribution torque, the selected torque distribution coefficient is used as the target torque distribution coefficient. When the current rear axle distribution torque is less than the selected rear axle distribution torque, the current torque distribution coefficient is used as the target torque distribution coefficient. In this way, the target torque distribution coefficient is the torque distribution coefficient corresponding to the minimum rear axle distribution torque, which can minimize the rear axle distribution torque, thereby minimizing the power consumption of the rear axle in the rear-wheel drive mode, thereby improving the vehicle's power conservation capability.

[0074] In some embodiments, step 103 includes:

[0075] Step 103a, determining that the driving mode is a front-wheel drive mode, determining a candidate front axle distribution torque based on the candidate torque distribution coefficient, and determining a current front axle distribution torque based on the current torque distribution coefficient.

[0076] Step 103b: in response to determining that the to-be-selected front axle distributed torque is less than the current front axle distributed torque, using the to-be-selected torque distribution coefficient as the target torque distribution coefficient.

[0077] Step 103c: in response to determining that the current front axle distributed torque is less than the to-be-selected front axle distributed torque, using the current torque distribution coefficient as the target torque distribution coefficient.

[0078] In specific implementation, when the vehicle is driven in front-wheel drive mode, the motor drives the front wheels of the vehicle. In order to achieve the purpose of energy saving and power conservation, it is necessary to reduce the front axle distribution torque. Therefore, among the candidate torque distribution coefficients and the current torque distribution coefficients, the torque distribution coefficient with the minimum front axle distribution torque is determined as the target torque distribution coefficient.

[0079] Specifically, the to-be-selected front axle distribution torque is determined based on the to-be-selected torque distribution coefficient, and the current front axle distribution torque is determined based on the current torque distribution coefficient. When the to-be-selected front axle distribution torque is less than the current front axle distribution torque, it means that the front axle distribution torque corresponding to the to-be-selected torque distribution coefficient is smaller, and the to-be-selected torque distribution coefficient is used as the target torque distribution coefficient. When the current front axle distribution torque is less than the to-be-selected front axle distribution torque, it means that the front axle distribution torque corresponding to the current torque distribution coefficient is smaller, and the current torque distribution coefficient is used as the target torque distribution coefficient.

[0080] In addition, when there are multiple torque distribution coefficients to be selected, the corresponding front axle distribution torque to be selected is determined based on each of the torque distribution coefficients to be selected. The multiple front axle distribution torques to be selected are compared with the current front axle distribution torque, and the torque distribution coefficient corresponding to the minimum front axle distribution torque is used as the target torque distribution coefficient.

[0081] For example, the torque distribution coefficients to be selected include: a first torque distribution coefficient, a second torque distribution coefficient, a third torque distribution coefficient and a fourth torque distribution coefficient. The first front axle distribution torque is determined based on the first torque distribution coefficient, the second front axle distribution torque is determined based on the second torque distribution coefficient, the third front axle distribution torque is determined based on the third torque distribution coefficient, the fourth front axle distribution torque is determined based on the fourth torque distribution coefficient, and the current front axle distribution torque is determined based on the current torque distribution coefficient. The first front axle distribution torque, the second front axle distribution torque, the third front axle distribution torque, the fourth front axle distribution torque and the current front axle distribution torque are compared and processed. When the second front axle distribution torque is the minimum rear axle distribution torque, the second torque distribution coefficient is used as the target torque distribution coefficient with the minimum energy consumption.

[0082] Through the above scheme, when the vehicle is driven in the front-wheel drive mode, the to-be-selected front axle distribution torque is determined based on the to-be-selected torque distribution coefficient, and the current front axle distribution torque is determined based on the current torque distribution coefficient. When the to-be-selected front axle distribution torque is less than the current front axle distribution torque, the to-be-selected torque distribution coefficient is used as the target torque distribution coefficient. When the current front axle distribution torque is less than the to-be-selected front axle distribution torque, the current torque distribution coefficient is used as the target torque distribution coefficient. In this way, the target torque distribution coefficient is the torque distribution coefficient corresponding to the minimum front axle distribution torque, which can minimize the front axle distribution torque, thereby minimizing the front axle power consumption in the front-wheel drive mode, thereby improving the vehicle's power conservation capability.

[0083] In some embodiments, step 103 includes:

[0084] Step 1033, determining that the driving mode is a rear-wheel drive mode, and judging the coefficient type of the to-be-selected torque distribution coefficient and the current torque distribution coefficient.

[0085] Step 1034 , in response to determining that the coefficient type is a front axle distribution coefficient, determining a maximum value from the candidate torque distribution coefficient and the current torque distribution coefficient as a target torque distribution coefficient.

[0086] Step 1035 , in response to determining that the coefficient type is a rear axle distribution coefficient, determining a minimum value from the candidate torque distribution coefficient and the current torque distribution coefficient as a target torque distribution coefficient.

[0087] In specific implementation, when the vehicle is driven in rear-wheel drive mode, the motor drives the rear wheels of the vehicle. In order to achieve the purpose of energy saving and power conservation, it is necessary to reduce the torque distributed to the rear axle. Therefore, the coefficient types of the selected torque distribution coefficient and the current torque distribution coefficient are determined, and the target torque distribution coefficient that minimizes the torque distributed to the rear axle is determined according to the coefficient type.

[0088] When the vehicle is driven in rear-wheel drive mode and the coefficient type of the to-be-selected torque distribution coefficient and the current torque distribution coefficient is the front-axle distribution coefficient, the maximum value between the to-be-selected torque distribution coefficient and the current torque distribution coefficient is determined as the target torque distribution coefficient, so as to minimize the rear-axle distribution torque.

[0089] For example, when the vehicle is driven in rear-wheel drive mode, and the coefficient type of the selected torque distribution coefficient and the current torque distribution coefficient is the front axle distribution coefficient, the selected torque distribution coefficients are 0.4, 0.38, 0.3 and 0.35, and the current torque distribution coefficient is 0.25. Then the selected torque distribution coefficient of 0.4 is used as the target torque distribution coefficient. When the target torque distribution coefficient is 0.4, the rear axle distribution torque is the smallest.

[0090] When the vehicle is driven in rear-wheel drive mode, and the coefficient type of the to-be-selected torque distribution coefficient and the current torque distribution coefficient is the rear axle distribution coefficient, the minimum value is determined from the to-be-selected torque distribution coefficient and the current torque distribution coefficient as the target torque distribution coefficient, so that the rear axle distribution torque can be minimized.

[0091] For example, when the vehicle is driven in rear-wheel drive mode, and the coefficient type of the selected torque distribution coefficient and the current torque distribution coefficient is the rear axle distribution coefficient, the selected torque distribution coefficients are 0.6, 0.62, 0.7 and 0.65, and the current torque distribution coefficient is 0.75. Then the selected torque distribution coefficient of 0.6 is used as the target torque distribution coefficient. When the target torque distribution coefficient is 0.6, the rear axle distribution torque is the smallest.

[0092] Through the above scheme, when the driving mode of the vehicle is rear-wheel drive, the coefficient type of the to-be-selected torque distribution coefficient and the current torque distribution coefficient is determined. When the coefficient type is the front axle distribution coefficient, the maximum value is determined from the to-be-selected torque distribution coefficient and the current torque distribution coefficient as the target torque distribution coefficient. When the coefficient type is the rear axle distribution coefficient, the minimum value is determined from the to-be-selected torque distribution coefficient and the current torque distribution coefficient as the target torque distribution coefficient. In this way, the target torque distribution coefficient that minimizes the rear axle distribution torque can be quickly and accurately determined from the to-be-selected torque distribution coefficient and the current torque distribution coefficient, so that the rear axle consumes the least power in the rear-wheel drive mode, thereby improving the vehicle's power conservation capability.

[0093] In some embodiments, step 103 includes:

[0094] Step 1031, obtaining the current driving mode and the current slip rate at the current moment.

[0095] Step 1032: determine a current torque distribution coefficient according to the current driving mode and the current slip ratio.

[0096] In specific implementation, the pre-stored energy consumption model is used to determine the current torque distribution coefficient that minimizes the battery power consumption according to the current driving mode and the current slip rate.

[0097] Specifically, by using the pre-stored energy consumption model, the torque distribution coefficient range can be determined according to the current driving mode and the current slip ratio, and the current torque distribution coefficient that minimizes the battery power energy consumption is determined from the torque distribution coefficient range.

[0098] Before step 103, the method further includes: constructing an energy consumption model according to the driving mode, slip ratio, battery power consumption and torque distribution coefficient, and storing the constructed energy consumption model.

[0099] Through the above solution, the current torque distribution coefficient is determined according to the current driving mode and the current slip rate by using the pre-stored energy consumption model. In this way, the determined current torque distribution coefficient can not only meet the requirements of the current driving mode and the current slip rate, but also minimize the energy consumption of the battery.

[0100] In some embodiments, step 104 includes:

[0101] Step 1041, determining the coefficient type of the target torque distribution coefficient.

[0102] Step 1042 , in response to determining that the coefficient type is a front axle coefficient, using the target torque distribution coefficient as the front axle torque distribution coefficient, and determining the rear axle torque distribution coefficient based on the target torque distribution coefficient.

[0103] Step 1043 , multiplying the front axle torque distribution coefficient and the current torque request to obtain the front axle distribution torque, and controlling the front axle of the vehicle according to the front axle distribution torque.

[0104] Step 1044 , multiplying the rear axle torque distribution coefficient and the current torque request to obtain a rear axle distribution torque, and controlling the rear axle of the vehicle according to the rear axle distribution torque.

[0105] In specific implementation, the coefficient type of the target torque distribution coefficient is determined, and the coefficient type includes at least one of the following: a front axle coefficient, a rear axle coefficient, and a ratio coefficient.

[0106] The front axle coefficient refers to the torque coefficient of the front axle distribution represented by the target torque distribution coefficient. The rear axle coefficient refers to the torque coefficient of the rear axle distribution represented by the target torque distribution coefficient. The ratio coefficient refers to the ratio between the front axle distribution torque and the rear axle distribution torque represented by the target torque distribution coefficient.

[0107] When the coefficient type of the target torque distribution coefficient is the front axle coefficient, the target torque distribution coefficient is directly used as the front axle torque distribution coefficient, and the rear axle torque distribution coefficient is determined based on the target torque distribution coefficient. The front axle torque distribution coefficient and the current torque request are multiplied to obtain the front axle distribution torque, and the front axle of the vehicle is controlled according to the front axle distribution torque. The rear axle torque distribution coefficient and the current torque request are multiplied to obtain the rear axle distribution torque, and the rear axle of the vehicle is controlled according to the rear axle distribution torque.

[0108] For example, the target torque distribution coefficient is 0.4, and the current torque request is 100 N·m. When the coefficient type of the target torque distribution coefficient is the front axle coefficient, the front axle torque distribution coefficient is determined to be 0.4, the rear axle torque distribution coefficient is determined to be 0.6, the front axle distribution torque is determined to be 40 N·m, and the rear axle distribution torque is determined to be 60 N·m.

[0109] When the coefficient type of the target torque distribution coefficient is rear axle torque, the front axle torque distribution coefficient is determined based on the target torque distribution coefficient, and the target torque distribution coefficient is used as the rear axle torque distribution coefficient. For example, the target torque distribution coefficient is 0.7 and the current torque request is 100N·m. When the coefficient type of the target torque distribution coefficient is front axle coefficient, the front axle torque distribution coefficient is determined to be 0.3, the rear axle torque distribution coefficient is determined to be 0.7, the front axle distribution torque is determined to be 30N·m, and the rear axle distribution torque is determined to be 70N·m.

[0110] When the coefficient type of the target torque distribution coefficient is a ratio coefficient, the front axle torque distribution coefficient is determined based on the target torque distribution coefficient, and the rear axle torque distribution coefficient is determined based on the target torque distribution coefficient. For example, the target torque distribution coefficient is 4:6, and the current torque request is 100N·m. When the coefficient type of the target torque distribution coefficient is a ratio coefficient, the front axle torque distribution coefficient is determined to be 0.4, the rear axle torque distribution coefficient is determined to be 0.6, the front axle distribution torque is determined to be 40N·m, and the rear axle distribution torque is determined to be 60N·m.

[0111] Through the above scheme, the coefficient type of the target torque distribution coefficient is determined, and different coefficient types use different methods to determine the front axle torque distribution coefficient and the rear axle torque distribution coefficient, so that the front axle torque distribution coefficient and the rear axle torque distribution coefficient can be accurately determined. The front axle torque distribution coefficient and the current torque request are multiplied to accurately obtain the front axle distribution torque, and the front axle of the vehicle is controlled according to the front axle distribution torque. The rear axle torque distribution coefficient and the current torque request are multiplied to accurately obtain the rear axle distribution torque, and the rear axle of the vehicle is controlled according to the rear axle distribution torque. In this way, the current torque request can be distributed according to the target torque distribution coefficient with the minimum energy consumption, thereby reducing the power consumption of the vehicle and improving the power conservation capability of the vehicle when the battery power of the vehicle is low.

[0112] Through the above embodiment, the current operating mode of the vehicle is obtained. The current operating mode is a direct drive mode or a hybrid mode, and the selected torque distribution coefficient is determined based on the current actual battery power of the vehicle, so that the determined selected torque distribution coefficient takes into account the current actual battery power. Determine the current torque distribution coefficient at the current moment, and according to the driving mode of the vehicle, the target torque distribution coefficient with the minimum energy consumption can be accurately determined from the selected torque distribution coefficient and the current torque distribution coefficient, and the selected torque distribution coefficient and the current torque distribution coefficient are comprehensively considered, so that the target torque distribution coefficient is more accurate and is the torque distribution coefficient with the minimum energy consumption. The current torque request is distributed according to the target torque distribution coefficient. In this way, the current torque request can be distributed according to the target torque distribution coefficient with the minimum energy consumption, thereby reducing the power consumption of the vehicle and improving the power conservation capability of the vehicle when the battery power of the vehicle is low.

[0113] It should be noted that the embodiments of the present disclosure may be further described in the following manner:

[0114] By judging the SOC, driving scenario, vehicle speed, etc., the front axle torque distribution coefficient is increased, the rear axle power consumption is reduced, and the vehicle's power retention capacity is improved.

[0115] Step 1: determine the current operating mode. When the current operating mode is a direct drive mode or a parallel-connection mode, execute a correction strategy.

[0116] Step 2, the current actual SOC and the current torque request are looked up in a table to obtain the first front axle torque distribution coefficient; the current actual SOC and the current vehicle speed are looked up in a table to obtain the second front axle torque distribution coefficient; the current target SOC and the current actual SOC power difference and the current torque request are looked up in a table to obtain the third front axle torque distribution coefficient; the current target SOC and the current actual SOC power difference and the current vehicle speed are looked up in a table to obtain the fourth front axle torque distribution coefficient.

[0117] Step 3, the current front axle torque distribution coefficient and the above-mentioned first front axle torque distribution coefficient, second front axle torque distribution coefficient, third front axle torque distribution coefficient, and fourth front axle torque distribution coefficient are coordinated to take the maximum value as the target front axle torque distribution coefficient.

[0118] Step 4: Control the front axle and the rear axle to output the distribution torque according to the target front axle torque distribution coefficient. Specifically, the rear axle distribution torque = current torque request × (1 - target front axle torque distribution coefficient), the front axle distribution torque = current torque request - rear axle distribution torque.

[0119] Through the above-mentioned embodiments, the rear axle drive can be reduced under low SOC, the power loss can be reduced, and the power retention capability of the vehicle under low SOC can be improved.

[0120] It should be noted that the method of the embodiment of the present disclosure can be performed by a single device, such as a computer or a server. The method of the present embodiment can also be applied in a distributed scenario and completed by multiple devices cooperating with each other. In the case of such a distributed scenario, one of the multiple devices can only perform one or more steps in the method of the embodiment of the present disclosure, and the multiple devices will interact with each other to complete the described method.

[0121] It should be noted that some embodiments of the present disclosure are described above. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the above embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0122] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present disclosure also provides a vehicle control device.

[0123] refer to Figure 2 , the vehicle control device comprises:

[0124] An acquisition module 201 is configured to acquire a current operating mode of the vehicle;

[0125] A first determination module 202 is configured to determine a to-be-selected torque distribution coefficient based on a current actual battery power of the vehicle in response to determining that the current operating mode is a direct drive mode or a parallel-parallel mode;

[0126] The second determination module 203 is configured to determine the current torque distribution coefficient at the current moment, and determine the target torque distribution coefficient with the minimum energy consumption from the candidate torque distribution coefficient and the current torque distribution coefficient according to the driving mode of the vehicle;

[0127] The allocation module 204 is configured to allocate the current torque request according to the target torque allocation coefficient.

[0128] In some embodiments, the first determining module 202 includes:

[0129] a parameter acquisition unit configured to acquire a current actual battery power, a current torque request, and a current vehicle speed at a current moment;

[0130] A first torque distribution coefficient determination unit is configured to determine a first torque distribution coefficient corresponding to the current actual battery power and the current torque request according to a preset first corresponding relationship; wherein the first corresponding relationship is a corresponding relationship between the actual battery power, the torque request and the torque distribution coefficient;

[0131] The second torque distribution coefficient determination unit is configured to determine the second torque distribution coefficient corresponding to the current actual battery power and the current vehicle speed according to a preset second corresponding relationship; wherein the second corresponding relationship is a corresponding relationship between the actual battery power, the vehicle speed and the torque distribution coefficient;

[0132] The first torque distribution coefficient to be selected determining unit is configured to use the first torque distribution coefficient and the second torque distribution coefficient as torque distribution coefficients to be selected.

[0133] In some embodiments, the first determining module 202 includes:

[0134] a parameter determination unit, configured to obtain a current target battery power at a current moment, and determine a current power difference between the current actual battery power and the current target battery power;

[0135] a third torque distribution coefficient determining unit, configured to determine a third torque distribution coefficient corresponding to the current power difference and the current torque request according to a preset third corresponding relationship; wherein the third corresponding relationship is a corresponding relationship between the power difference, the torque request and the torque distribution coefficient;

[0136] a fourth torque distribution coefficient determination unit, configured to determine a fourth torque distribution coefficient corresponding to the current power difference and the current vehicle speed according to a preset fourth corresponding relationship; wherein the fourth corresponding relationship is a corresponding relationship between the power difference, the vehicle speed and the torque distribution coefficient;

[0137] The second torque distribution coefficient to be selected determining unit is configured to use the first torque distribution coefficient, the second torque distribution coefficient, the third torque distribution coefficient and the fourth torque distribution coefficient as torque distribution coefficients to be selected.

[0138] In some embodiments, the second determining module 203 includes:

[0139] a rear axle distribution torque determination unit configured to determine that the driving mode is a rear-wheel drive mode, determine a candidate rear axle distribution torque based on the candidate torque distribution coefficient, and determine a current rear axle distribution torque based on the current torque distribution coefficient;

[0140] a first target torque distribution coefficient determining unit configured to, in response to determining that the to-be-selected rear axle distribution torque is less than the current rear axle distribution torque, use the to-be-selected torque distribution coefficient as the target torque distribution coefficient;

[0141] The second target torque distribution coefficient determination unit is configured to use the current torque distribution coefficient as the target torque distribution coefficient in response to determining that the current rear axle distribution torque is less than the to-be-selected rear axle distribution torque.

[0142] In some embodiments, the second determining module 203 includes:

[0143] a front axle distribution torque determination unit configured to determine that the driving mode is a front-wheel drive mode, determine a candidate front axle distribution torque based on the candidate torque distribution coefficient, and determine a current front axle distribution torque based on the current torque distribution coefficient;

[0144] a third target torque distribution coefficient determination unit configured to, in response to determining that the to-be-selected front axle distribution torque is less than the current front axle distribution torque, use the to-be-selected torque distribution coefficient as the target torque distribution coefficient;

[0145] The fourth target torque distribution coefficient determination unit is configured to, in response to determining that the current front axle distribution torque is smaller than the to-be-selected front axle distribution torque, use the current torque distribution coefficient as the target torque distribution coefficient.

[0146] In some embodiments, the second determining module 203 includes:

[0147] a coefficient type determination unit configured to determine that the driving mode is a rear-wheel drive mode, and determine the coefficient types of the to-be-selected torque distribution coefficient and the current torque distribution coefficient;

[0148] a fifth target torque distribution coefficient determination unit configured to, in response to determining that the coefficient type is a front axle distribution coefficient, determine a maximum value from the candidate torque distribution coefficient and the current torque distribution coefficient as the target torque distribution coefficient;

[0149] The sixth target torque distribution coefficient determination unit is configured to determine a minimum value from the candidate torque distribution coefficient and the current torque distribution coefficient as the target torque distribution coefficient in response to determining that the coefficient type is the rear axle distribution coefficient.

[0150] In some embodiments, the second determining module 203 includes:

[0151] an acquisition unit configured to acquire a current driving mode and a current slip ratio at a current moment;

[0152] The current torque distribution coefficient determination unit is configured to determine a current torque distribution coefficient according to the current driving mode and the current slip ratio.

[0153] In some embodiments, the allocation module 204 includes:

[0154] a coefficient type determination unit configured to determine a coefficient type of the target torque distribution coefficient;

[0155] a torque distribution coefficient determination unit configured to, in response to determining that the coefficient type is a front axle coefficient, use the target torque distribution coefficient as the front axle torque distribution coefficient, and determine a rear axle torque distribution coefficient based on the target torque distribution coefficient;

[0156] a front axle control unit configured to obtain a front axle distributed torque by multiplying the front axle torque distribution coefficient and the current torque request, and control the front axle of the vehicle according to the front axle distributed torque;

[0157] The rear axle control unit is configured to obtain a rear axle distribution torque by multiplying the rear axle torque distribution coefficient and the current torque request, and control the rear axle of the vehicle according to the rear axle distribution torque.

[0158] For the convenience of description, the above device is described by dividing it into various modules according to its functions. Of course, when implementing the present disclosure, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0159] The device of the above embodiment is used to implement the corresponding vehicle control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0160] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the vehicle control method described in any of the above embodiments is implemented.

[0161] Figure 3 A more specific schematic diagram of the hardware structure of an electronic device provided in this embodiment is shown, and the device may include: a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040 are connected to each other through the bus 1050 in the device.

[0162] The processor 1010 can be implemented by a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0163] The memory 1020 may be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 may store an operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program codes are stored in the memory 1020 and are called and executed by the processor 1010.

[0164] The input / output interface 1030 is used to connect the input / output module to realize information input and output. The input / output module can be configured in the device as a component (not shown in the figure), or it can be externally connected to the device to provide corresponding functions. The input device may include a keyboard, a mouse, a touch screen, a microphone, various sensors, etc., and the output device may include a display, a speaker, a vibrator, an indicator light, etc.

[0165] The communication interface 1040 is used to connect a communication module (not shown in the figure) to realize communication interaction between the device and other devices. The communication module can realize communication through a wired mode (such as USB (Universal Serial Bus), network cable, etc.), or through a wireless mode (such as mobile network, WIFI (Wireless Fidelity), Bluetooth, etc.).

[0166] The bus 1050 includes a path that transmits information between the various components of the device (eg, the processor 1010, the memory 1020, the input / output interface 1030, and the communication interface 1040).

[0167] It should be noted that, although the above device only shows the processor 1010, the memory 1020, the input / output interface 1030, the communication interface 1040 and the bus 1050, in the specific implementation process, the device may also include other components necessary for normal operation. In addition, it can be understood by those skilled in the art that the above device may also only include the components necessary for implementing the embodiments of the present specification, and does not necessarily include all the components shown in the figure.

[0168] The electronic device of the above embodiment is used to implement the corresponding vehicle control method in any of the above embodiments, and has the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0169] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present disclosure also provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium stores computer instructions, and the computer instructions are used to enable the computer to execute the vehicle control method described in any of the above embodiments.

[0170] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, read-only compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device.

[0171] The computer instructions stored in the storage medium of the above embodiments are used to enable the computer to execute the vehicle control method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0172] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, the present application also provides a vehicle, including the vehicle control device, or electronic device, or storage medium in the above-mentioned embodiments, and the vehicle equipment implements the vehicle control method described in any of the above embodiments.

[0173] The vehicle of the above-mentioned embodiment is used to implement the vehicle control method described in any of the above-mentioned embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0174] Based on the same inventive concept, corresponding to any of the above-mentioned embodiment methods, the present application also provides a computer program product, including computer program instructions. When the computer program instructions are run on a computer, the computer executes the vehicle control method described in any of the above embodiments, which has the beneficial effects of the corresponding method embodiments and will not be repeated here.

[0175] It is understandable that before using the technical solutions of each embodiment of the present disclosure, the type, scope of use, usage scenarios, etc. of the personal information involved will be informed to the user in an appropriate manner, and the user's authorization will be obtained.

[0176] For example, in response to receiving an active request from a user, a prompt message is sent to the user to clearly remind the user that the operation requested to be performed will require obtaining and using the user's personal information. Thus, the user can independently choose whether to provide personal information to software or hardware such as an electronic device, application, server, or storage medium that performs the operation of the technical solution of the present disclosure according to the prompt message.

[0177] As an optional but non-limiting implementation, in response to receiving the user's active request, the prompt information may be sent to the user in the form of a pop-up window, in which the prompt information may be presented in text form. In addition, the pop-up window may also carry a selection control for the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0178] It is understandable that the above notification and the process of obtaining user authorization are merely illustrative and do not constitute a limitation on the implementation of the present disclosure. Other methods that meet relevant laws and regulations may also be applied to the implementation of the present disclosure.

[0179] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present disclosure is limited to these examples. Based on the concept of the present disclosure, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present disclosure as described above, which are not provided in detail for the sake of simplicity.

[0180] In addition, to simplify the description and discussion, and in order not to make the embodiments of the present disclosure difficult to understand, the known power / ground connections to the integrated circuit (IC) chips and other components may or may not be shown in the provided figures. In addition, the device can be shown in the form of a block diagram to avoid making the embodiments of the present disclosure difficult to understand, and this also takes into account the fact that the details of the implementation of these block diagram devices are highly dependent on the platform on which the embodiments of the present disclosure will be implemented (that is, these details should be fully within the scope of understanding of those skilled in the art). Where specific details (e.g., circuits) are set forth to describe exemplary embodiments of the present disclosure, it is apparent to those skilled in the art that the embodiments of the present disclosure can be implemented without these specific details or with changes in these specific details. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0181] Although the present disclosure has been described in conjunction with specific embodiments of the present disclosure, many replacements, modifications and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may use the embodiments discussed.

[0182] The embodiments of the present disclosure are intended to cover all such substitutions, modifications and variations that fall within the broad scope of the present disclosure. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present disclosure should be included in the scope of protection of the present disclosure.

Claims

1. A vehicle control method, characterized in that: The method comprises: Get the current operating mode of the vehicle; In response to determining that the current operating mode is a direct drive mode or a parallel-connection mode, determining a torque distribution coefficient to be selected based on a current actual battery power of the vehicle; Determine a current torque distribution coefficient at a current moment, and determine a target torque distribution coefficient with minimum energy consumption from the candidate torque distribution coefficient and the current torque distribution coefficient according to a driving mode of the vehicle; The current torque request is distributed according to the target torque distribution coefficient.

2. The method according to claim 1, characterized in that The step of determining the torque distribution coefficient to be selected based on the current actual battery power of the vehicle includes: Get the current actual battery power, current torque request and current vehicle speed at the current moment; Determining a first torque distribution coefficient corresponding to the current actual battery power and the current torque request according to a preset first corresponding relationship; wherein the first corresponding relationship is a corresponding relationship between the actual battery power, the torque request and the torque distribution coefficient; Determining a second torque distribution coefficient corresponding to the current actual battery power and the current vehicle speed according to a preset second corresponding relationship; wherein the second corresponding relationship is a corresponding relationship between the actual battery power, the vehicle speed, and the torque distribution coefficient; The first torque distribution coefficient and the second torque distribution coefficient are used as torque distribution coefficients to be selected.

3. The method according to claim 2, characterized in that The step of determining the torque distribution coefficient to be selected based on the current actual battery power of the vehicle includes: Obtaining a current target battery power at a current moment, and determining a current power difference between the current actual battery power and the current target battery power; Determining a third torque distribution coefficient corresponding to the current power difference and the current torque request according to a preset third corresponding relationship; wherein the third corresponding relationship is a corresponding relationship between the power difference, the torque request and the torque distribution coefficient; Determining a fourth torque distribution coefficient corresponding to the current power difference and the current vehicle speed according to a preset fourth corresponding relationship; wherein the fourth corresponding relationship is a corresponding relationship between the power difference, the vehicle speed and the torque distribution coefficient; The first torque distribution coefficient, the second torque distribution coefficient, the third torque distribution coefficient and the fourth torque distribution coefficient are used as torque distribution coefficients to be selected.

4. The method according to claim 1, characterized in that The step of determining the target torque distribution coefficient with the minimum energy consumption from the candidate torque distribution coefficient and the current torque distribution coefficient according to the driving mode of the vehicle includes: Determining that the driving mode is a rear-wheel drive mode, determining a selected rear axle distribution torque based on the selected torque distribution coefficient, and determining a current rear axle distribution torque based on the current torque distribution coefficient; In response to determining that the to-be-selected rear axle distribution torque is less than the current rear axle distribution torque, using the to-be-selected torque distribution coefficient as a target torque distribution coefficient; In response to determining that the current rear axle distribution torque is less than the to-be-selected rear axle distribution torque, the current torque distribution coefficient is used as a target torque distribution coefficient.

5. The method according to claim 1, characterized in that The step of determining the target torque distribution coefficient with the minimum energy consumption from the candidate torque distribution coefficient and the current torque distribution coefficient according to the driving mode of the vehicle includes: Determining that the driving mode is a front-wheel drive mode, determining a candidate front axle distribution torque based on the candidate torque distribution coefficient, and determining a current front axle distribution torque based on the current torque distribution coefficient; In response to determining that the to-be-selected front axle distributed torque is less than the current front axle distributed torque, using the to-be-selected torque distribution coefficient as a target torque distribution coefficient; In response to determining that the current front axle distributed torque is less than the to-be-selected front axle distributed torque, the current torque distribution coefficient is used as a target torque distribution coefficient.

6. The method according to claim 1, characterized in that The step of determining the target torque distribution coefficient with the minimum energy consumption from the candidate torque distribution coefficient and the current torque distribution coefficient according to the driving mode of the vehicle includes: Determining that the driving mode is a rear-wheel drive mode, and judging the coefficient types of the to-be-selected torque distribution coefficient and the current torque distribution coefficient; In response to determining that the coefficient type is a front axle distribution coefficient, determining a maximum value from the candidate torque distribution coefficient and the current torque distribution coefficient as a target torque distribution coefficient; In response to determining that the coefficient type is a rear axle distribution coefficient, a minimum value is determined from the candidate torque distribution coefficient and the current torque distribution coefficient as a target torque distribution coefficient.

7. The method according to claim 1, characterized in that The determining of the current torque distribution coefficient at the current moment includes: Get the current driving mode and current slip rate at the current moment; A current torque distribution coefficient is determined according to the current driving mode and the current slip ratio.

8. The method according to claim 1, characterized in that The allocating the current torque request according to the target torque allocation coefficient includes: determining a coefficient type of the target torque distribution coefficient; In response to determining that the coefficient type is a front axle coefficient, using the target torque distribution coefficient as a front axle torque distribution coefficient, and determining a rear axle torque distribution coefficient based on the target torque distribution coefficient; multiplying the front axle torque distribution coefficient and the current torque request to obtain a front axle distribution torque, and controlling the front axle of the vehicle according to the front axle distribution torque; The rear axle torque distribution coefficient and the current torque request are multiplied to obtain a rear axle distribution torque, and the rear axle of the vehicle is controlled according to the rear axle distribution torque.

9. A vehicle control device, characterized in that: include: An acquisition module, configured to acquire a current operating mode of the vehicle; A first determination module is configured to determine a to-be-selected torque distribution coefficient based on a current actual battery power of the vehicle in response to determining that the current operating mode is a direct drive mode or a parallel-parallel mode; A second determination module is configured to determine a current torque distribution coefficient at a current moment, and determine a target torque distribution coefficient with minimum energy consumption from the candidate torque distribution coefficient and the current torque distribution coefficient according to a driving mode of the vehicle; The distribution module is configured to distribute the current torque request according to the target torque distribution coefficient.

10. A vehicle, characterized in that: Includes the vehicle control device as described in claim 9.

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