Vehicle control method, control system, vehicle and readable storage medium

Abstract

The application discloses a vehicle control method, a control system, a vehicle and a readable storage medium, and the method comprises the following steps: when the vehicle is in a differential steering working condition and there is a wheel slipping, determining a torque reduction torque of the slipping wheel; and adjusting the torque of the coaxial wheel according to the torque reduction torque. In the application, when the vehicle is in the differential steering working condition, the wheel slipping problem in the differential working condition is optimized by classifying the differential state of the vehicle, and different driving torque control logics are used, such as a coaxial control strategy for the slipping wheel, and a control strategy for the working condition of the inside wheel reverse slipping, so that the wheel reverse slipping can be identified in time, the use scene of the differential function is expanded, the phenomenon of high-speed wheel slipping and body posture deflection of the vehicle is avoided, and the reliability of the differential function of the vehicle is improved.

Description

Technical Field

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

[0002] During vehicle operation, wheel slippage often occurs, requiring different torque control strategies to be developed for different wheel slippage conditions in order to prevent vehicle slippage.

[0003] Existing technologies primarily employ TCS (Traction Control System) and ABS (Asset Backed Securitization), typically using single-wheel torque reduction techniques. However, using this technology under differential operating conditions can lead to undesirable yaw moments in the wheels, thereby affecting vehicle attitude.

[0004] Therefore, there is an urgent need to propose an anti-slip control method under differential conditions to improve the safety and reliability of vehicles during differential steering. Summary of the Invention

[0005] The present invention aims to solve at least one of the technical problems existing in the prior art.

[0006] Therefore, one objective of this invention is to propose a vehicle control method. This method, upon determining that the vehicle is in differential steering condition, optimizes the identification scheme for wheel slippage under differential steering condition by classifying the vehicle's differential state and using different drive torque control logics. This ensures timely identification when wheel slippage occurs in the opposite direction, expands the application scenarios of the differential function, avoids phenomena such as high-speed wheel slippage and vehicle body posture deviation, and improves the reliability of the vehicle's differential function.

[0007] Therefore, a second objective of the present invention is to provide a vehicle control system.

[0008] Therefore, a third objective of the present invention is to provide a vehicle.

[0009] Therefore, a fourth object of the present invention is to provide a computer-readable storage medium.

[0010] To achieve the above objectives, an embodiment of the first aspect of the present invention discloses a vehicle control method, comprising the following steps: when the vehicle is in differential steering condition and the vehicle has a slipping wheel, determining the torque reduction torque of the slipping wheel; and adjusting the torque of the coaxial wheel according to the torque reduction torque.

[0011] According to the vehicle control method of the present invention, when it is determined that the vehicle is in a differential steering condition and there are slipping wheels, the method determines the torque reduction torque of the slipping wheel and adjusts the torque of the coaxial wheel according to the torque reduction torque. This optimizes the control of wheel slippage under differential conditions and uses different drive torque control logics, such as a coaxial control strategy for the slipping wheel, expanding the application scenarios of the differential function, avoiding high-speed wheel slippage and vehicle body attitude deflection, and improving the reliability of the vehicle differential function and the user experience.

[0012] To achieve the above objectives, a second aspect of the present invention discloses a vehicle control system, comprising: a determining module, configured to determine the torque reduction of the slipping wheel when the vehicle is in differential steering condition and the vehicle has a slipping wheel; and a control module, configured to adjust the torque of the coaxial wheel according to the torque reduction.

[0013] According to an embodiment of the vehicle control system of the present invention, when the system determines that the vehicle is in a differential steering condition and that there are slipping wheels, it determines the torque reduction torque of the slipping wheel and adjusts the torque of the coaxial wheel according to the torque reduction torque. This optimizes the control of wheel slippage under differential conditions and uses different drive torque control logics, such as a coaxial control strategy for the slipping wheel, expanding the application scenarios of the differential function, avoiding high-speed wheel slippage and vehicle body attitude deflection, and improving the reliability of the vehicle's differential function and the user experience.

[0014] To achieve the above objectives, a third aspect of the present invention discloses a vehicle, comprising: the vehicle control system described in the second aspect of the present invention; or comprising: a processor, a memory, and a vehicle control program stored in the memory and executable on the processor, wherein the vehicle control program, when processed and executed, implements the vehicle control method described in the first aspect of the present invention.

[0015] According to an embodiment of the present invention, when the vehicle is determined to be in a differential steering condition and there are slipping wheels, the torque reduction torque of the slipping wheel is determined, and the torque of the coaxial wheel is adjusted according to the torque reduction torque. This optimizes the control of wheel slippage under differential conditions and uses different drive torque control logics, such as a coaxial control strategy for the slipping wheel, expanding the application scenarios of the differential function, avoiding high-speed wheel slippage and vehicle body attitude deflection, and improving the reliability of the vehicle's differential function and the user experience.

[0016] To achieve the above objectives, a fourth aspect of the present invention discloses a computer-readable storage medium storing a vehicle control program thereon, which, when executed by a processor, implements the vehicle control method described in the first aspect of the present invention.

[0017] According to an embodiment of the present invention, when a computer-readable storage medium storing a vehicle control program thereon is executed by a processor, if it is determined that the vehicle is in a differential steering condition and there are slipping wheels, the torque reduction torque for the slipping wheels is determined, and the torque of the coaxial wheels is adjusted according to the torque reduction torque. This optimizes the control of wheel slippage under differential conditions and uses different drive torque control logics, such as a coaxial control strategy for slipping wheels, expanding the application scenarios of the differential function, avoiding high-speed wheel slippage and vehicle body attitude deflection, and improving the reliability of the vehicle's differential function and the user experience.

[0018] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0020] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of the present invention;

[0021] Figure 2 This is a flowchart of a vehicle control method according to another embodiment of the present invention;

[0022] Figure 3 This is a flowchart of torque adjustment according to an embodiment of the present invention;

[0023] Figure 4 This is a schematic diagram of wheel torque distribution under differential steering conditions according to an embodiment of the present invention;

[0024] Figure 5 This is a flowchart of coaxial wheel torque control according to an embodiment of the present invention;

[0025] Figure 6 This is a structural block diagram of a vehicle control system according to an embodiment of the present invention;

[0026] Figure 7 This is a structural block diagram of a vehicle according to an embodiment of the present invention. Detailed Implementation

[0027] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0028] The following is for reference. Figures 1-7 A vehicle control method, a control system, a vehicle, and a readable storage medium are described according to embodiments of the present invention.

[0029] Figure 1 This is a flowchart of a vehicle control method according to an embodiment of the present invention. Figure 1 As shown, the vehicle control method includes the following steps:

[0030] Step S1: When the vehicle is in differential steering condition and there are slipping wheels, determine the torque reduction of the slipping wheel.

[0031] Specifically, after the vehicle starts, it is determined whether the vehicle is currently in differential steering mode. This can be determined using relevant vehicle information, such as, but not limited to, whether the differential steering function indicator is activated and the actual driving torque of the wheels. For example, if the differential steering function indicator is activated, the vehicle is in differential steering mode; alternatively, it can be determined based on the actual driving torque of each wheel. When the actual driving torque of each wheel meets certain conditions, the vehicle is confirmed to be in differential steering mode. Differential steering mode means that the left and right wheels on the same axle can be independently controlled and adjusted in torque. For example, the left front wheel and right front wheel can be independently controlled and adjusted in torque, and / or the right front wheel and right rear wheel can be independently controlled and adjusted in torque. In other words, the vehicle can be a three-motor or four-motor vehicle.

[0032] Step S2: Adjust the torque of the coaxial wheel according to the torque reduction torque.

[0033] Specifically, during vehicle operation, torque transmitted through the transmission system acts on the wheels, propelling the vehicle. Wheel torque refers to the force generated when a wheel rotates. Its magnitude is related to factors such as wheel radius, tire size, vehicle speed, and engine power. For example, the magnitude of wheel torque depends on the wheel radius and the coefficient of friction between the wheel and the ground. The coefficient of friction, in turn, depends on road conditions, including but not limited to the dryness, slipperiness, and presence of gravel. Adjusting the torque of the wheels on the same axle based on torque reduction allows each wheel's torque to better match the vehicle's current driving conditions. This helps improve the vehicle's power performance under those conditions, preventing or suppressing wheel slippage to quickly overcome it, thus enhancing vehicle reliability, safety, and user experience.

[0034] Once it is determined that the vehicle is currently in a differential driving condition, it is further determined whether the vehicle meets the conditions for anti-skid control intervention. For example, the presence of slipping wheels can be used to determine whether the vehicle meets the conditions for anti-skid control intervention. Wheels can include the left front wheel, right front wheel, left rear wheel, and right rear wheel. If any one of these wheels is slipping, the vehicle is deemed to meet the conditions for anti-skid control intervention, and anti-skid control can be intervened accordingly.

[0035] When it is determined that the vehicle is currently in differential steering mode and there is wheel slippage, the conditions for anti-slip control intervention are considered met. Anti-slip control is then implemented. After intervention, the torque reduction torque for the slipping wheel is determined, and torque adjustment is applied to the wheels on the same axle based on this torque reduction. This means torque adjustment is applied simultaneously to both wheels on the same axle. For example, uniform torque adjustment can be applied to the left and right wheels of the front and / or rear axles to achieve vehicle anti-slip, preventing high-speed wheel slippage and vehicle body roll, thus improving the reliability of the differential steering function.

[0036] Therefore, by determining that the vehicle is in differential steering condition and there are slipping wheels, this embodiment of the invention further determines the torque reduction of the slipping wheels and adjusts the torque of the coaxial wheels according to the torque reduction, thereby achieving synchronous adjustment of the coaxial wheels. This can avoid high-speed wheel slippage and improve the reliability of the vehicle's differential steering function and driving safety.

[0037] Therefore, the aforementioned vehicle control method, when determining that the vehicle is in differential steering mode and that there are slipping wheels, determines the torque reduction torque for the slipping wheels and adjusts the torque of the coaxial wheels accordingly. This optimizes the control of wheel slippage under differential conditions and uses different drive torque control logics, such as a coaxial control strategy for slipping wheels. This expands the application scenarios of the differential function, avoids high-speed wheel slippage and vehicle body tilting, and improves the reliability of the vehicle's differential function and the user experience.

[0038] In one embodiment of the present invention, when the differential steering function flag of the vehicle is in the activated flag position, it is determined that the vehicle is in differential steering condition.

[0039] In this embodiment, the vehicle may be equipped with a function option to activate the differential function. When the driver activates the differential function according to this function option and it is determined that the driver has a significant steering need, the differential steering function flag is automatically activated and an activation flag is output. Specifically, when it is determined that the vehicle meets certain conditions, such as including but not limited to steering wheel angle, gear position, and vehicle speed meeting certain conditions (e.g., steering wheel angle is greater than a certain angle, gear is D, and vehicle speed is less than a certain speed), it is determined that the driver has a significant steering need.

[0040] Specifically, if the differential steering function flag is in the active position, it can be determined that the vehicle is currently in differential steering mode. If the differential steering function flag is not in the active position, it can be determined that the vehicle is not currently in differential steering mode. By determining whether the vehicle is in differential steering mode, the differential state of the vehicle can be classified, so as to formulate different drive anti-slip control strategies, which can help avoid the vehicle from slipping and improve the safety and reliability of the vehicle.

[0041] In another embodiment of the present invention, determining whether the vehicle is in a differential operating condition includes: obtaining the actual driving torque of each wheel; and determining whether the vehicle is in a differential operating condition based on the actual driving torque of each wheel.

[0042] In this embodiment, the actual driving torque of each wheel can be obtained through wheel torque sensors. Based on the actual torque of each wheel, it can be determined whether the wheel is in differential operating condition. By determining whether the vehicle is in differential operating condition, the differential state of the vehicle can be classified, so as to formulate different drive anti-slip control strategies. This can help avoid the vehicle from slipping and improve the safety and reliability of the vehicle.

[0043] Specifically, when the absolute value of the first difference is greater than the first preset torque threshold, and / or the absolute value of the second difference is greater than the second preset torque threshold, the vehicle is determined to be in differential steering condition; wherein, the first difference is the absolute value of the difference between the actual driving torque of the left front wheel and the actual driving torque of the right front wheel, and the second difference is the absolute value of the difference between the actual driving torque of the left rear wheel and the actual driving torque of the right rear wheel.

[0044] In this embodiment, the actual torque of each wheel can be obtained using wheel torque sensors to determine whether the vehicle is in a differential driving condition. Specifically, the actual driving torque of the left front wheel, right front wheel, left rear wheel, and right rear wheel can be obtained using wheel torque sensors, and the actual driving torque of the left front wheel is denoted as T. lf The actual driving torque of the right front wheel is denoted as T. rf The actual driving torque of the left rear wheel is denoted as T. lr The actual driving torque of the right rear wheel is denoted as T. rrThe absolute value of the difference between the actual driving torque of the left front wheel and the actual driving torque of the right front wheel is denoted as the absolute value of the first difference, i.e., ΔT1 = |T lf -T rf The absolute value of the difference between the actual driving torque of the left rear wheel and the actual driving torque of the right rear wheel is denoted as the absolute value of the second difference, i.e., ΔT2 = |T lr -T rr When the absolute value of the first difference ΔT1 is greater than the first preset torque threshold, and / or the absolute value of the second difference ΔT2 is greater than the second preset torque threshold, the vehicle is determined to be in differential steering condition. Therefore, by acquiring the actual driving torque of each wheel and determining whether the vehicle is in differential steering condition based on the actual driving torque of each wheel, it is possible to accurately determine whether the vehicle is currently in differential steering condition. This facilitates the precise formulation of different drive anti-slip control strategies, effectively preventing vehicle slippage and improving vehicle safety and reliability.

[0045] In one embodiment of the present invention, determining whether a vehicle meets the conditions for anti-skid control intervention includes: determining whether there are any slipping wheels on the vehicle; if so, determining that the vehicle meets the conditions for anti-skid control intervention.

[0046] In this embodiment, when it is determined that the vehicle is currently in a differential operating condition, the slippage state of each wheel can be judged independently. Based on the slippage state of the wheel, it is determined whether the vehicle needs anti-skid control intervention. If the wheel slips, that is, any one of the four wheels of the vehicle slips, it is determined that the vehicle meets the conditions for anti-skid control intervention, that is, the vehicle needs anti-skid control intervention.

[0047] In one embodiment of the present invention, when it is determined that any wheel meets the first preset condition in N consecutive cycles, it is determined that the corresponding wheel has slipped; otherwise, it is determined that the corresponding wheel has not slipped, where N is an integer greater than 1.

[0048] In an embodiment, such as Figure 3As shown, the system determines that the vehicle is currently in differential steering mode and checks for wheel slippage. To determine if a wheel is slipping, it first checks if the vehicle is in a non-active braking state. For example, the relationship between the brake pedal depth and a preset value can be used to determine if the vehicle is in a non-active braking state. If the brake depth is less than the preset value, the vehicle is considered to be in a non-active braking state; if the brake depth is greater than or equal to the preset value, the vehicle is considered to be in an active braking state. For example, a preset value of 5% can be set. If the brake pedal depth is less than 5%, the vehicle is considered to be in a non-active braking state; if the brake depth is greater than or equal to 5%, the vehicle is considered to be in an active braking state. For instance, if the detected brake pedal depth is 3%, which is less than the preset value (e.g., 5%), then the system checks whether any wheel meets a first preset condition within N consecutive cycles to determine if the corresponding wheel is slipping. Specifically, the wheel can be any one of the left front wheel, right front wheel, left rear wheel, or right rear wheel. A counter counts the number of judgment cycles. When any wheel meets a first preset condition for N consecutive cycles, it is determined that the wheel has slipped; otherwise, it is determined that the vehicle has not slipped. Here, N is an integer greater than 1. For example, if N is 5, the counter determines that a wheel has slipped if it meets the first preset condition for 5 consecutive cycles, and it has not slipped if it does not meet the first preset condition for 5 consecutive cycles. For instance, if a wheel meets the first preset condition for the first two consecutive cycles, does not meet it for the third and fourth cycles, but meets it again for the fifth cycle, then the wheel has not slipped because it did not meet the first preset condition for 5 consecutive cycles. Therefore, by setting a counter, slippage can be identified for any wheel, improving the vehicle slippage detection rate, thus enhancing vehicle reliability and safety, and improving user experience.

[0049] In one embodiment of the present invention, when the absolute value of the third difference is greater than a preset wheel speed difference threshold, and / or the absolute value of the fourth difference is greater than a preset wheel acceleration difference threshold, it is determined that the wheel meets the first preset condition; wherein, the third difference is the absolute value of the difference between the actual wheel speed and the current vehicle speed, and the fourth difference is the absolute value of the difference between the wheel acceleration and the longitudinal acceleration of the vehicle.

[0050] In this embodiment, the wheels include a left front wheel, a right front wheel, a left rear wheel, and a right rear wheel. Taking the left front wheel as an example, the process of determining whether the left front wheel meets the first preset condition includes, for example, recording the actual wheel speed of the left front wheel as u. lf The current vehicle speed is u, and the wheel acceleration of the left front wheel is u· lf The vehicle's longitudinal acceleration is a xThe wheel speed difference threshold is Δu, the wheel acceleration difference threshold is Δa, and the absolute value of the third difference between the actual wheel speed of the left front wheel and the current vehicle speed is denoted as ΔT3=|u lf -u|, the absolute value of the fourth difference between the wheel acceleration of the left front wheel and the longitudinal acceleration of the vehicle is denoted as ΔT4=|u· lf -a x | When ΔT3 is greater than Δu, and / or ΔT4 is greater than Δa, that is, the left front wheel is determined to meet the first preset condition. In other words, the left front wheel is determined to meet the first preset condition when either of the following two conditions is met:

[0051]

[0052] The above example uses the left front wheel as an example. The logic for judging the slippage state of the other wheels is the same as the above process, and will not be listed and elaborated here.

[0053] Therefore, by setting threshold values ​​for the absolute value of the difference between wheel speed and vehicle speed, and the absolute value of wheel acceleration and vehicle longitudinal acceleration, it is possible to ensure that both forward and reverse wheel slippage can be identified, thereby improving the recognition rate of forward and reverse wheel slippage.

[0054] In one embodiment of the present invention, a preset wheel speed difference threshold is positively correlated with the vehicle speed, and a preset wheel acceleration difference threshold is also positively correlated with the vehicle speed. That is, the preset wheel speed difference threshold increases as the vehicle speed increases, and decreases as the vehicle speed decreases. Similarly, the preset wheel acceleration difference threshold increases as the vehicle speed increases, and decreases as the vehicle speed decreases.

[0055] In one embodiment of the present invention, after determining that the corresponding wheel has slipped, the method further includes: if it is detected that the wheel does not meet the first preset condition for M consecutive cycles, and / or the torque reduction of the wheel is less than the preset torque, then it is determined that the wheel has recovered stability; when all wheels have recovered stability, the torque adjustment of each wheel is stopped, where M is an integer greater than 2.

[0056] In the embodiments, combined with Figure 3As shown, the counter counts the number of judgment cycles. When any wheel that has slipped does not meet the first preset condition for M consecutive cycles after slipping, and / or the torque reduction of the wheel is less than the preset torque (such as but not limited to 100 Nm), it is determined that the wheel has returned to a stable state. Then, when all wheels have returned to a stable state, the anti-skid control can be exited, that is, the anti-skid control of the vehicle can be stopped. Here, M is an integer greater than 2. For example, taking M as 5, the preset torque as 100 Nm, and the left front wheel as an example, when the left front wheel slips, if it is detected that the left front wheel does not meet the first preset condition for 5 consecutive cycles, and the torque reduction of the left wheel is less than 100 Nm, it is considered that the left front wheel has recovered stability, and the anti-skid control of the left front wheel can be stopped. Then, the right front wheel, left rear wheel, and right rear wheel are judged. If the right front wheel, left rear wheel, and right rear wheel all meet the first preset condition for 5 consecutive cycles, and the torque reduction of each wheel is less than the preset torque, it is considered that all wheels have recovered stability, and the anti-skid control of the vehicle can be stopped. If at least one wheel still meets the first preset condition, the vehicle's anti-slip control will not be stopped. For example, if the vehicle is in differential operation and has been driving for a period of time, and the right rear wheel still meets the first preset condition (i.e., the right rear wheel has not recovered stability and is still slipping), then anti-slip control on the right rear wheel will continue until the right rear wheel fails to meet the first preset condition for M consecutive cycles, and the torque reduction of the right rear wheel is less than the preset torque. At this point, the right rear wheel is considered to have recovered stability. Anti-slip control can be stopped when all wheels have recovered stability. Thus, in differential operation, by implementing individual anti-slip control on each wheel, it can be ensured that after a wheel slips individually, the vehicle will not generate additional yaw moment, changing the vehicle's posture, thereby improving the reliability of the vehicle's differential function and the user experience.

[0057] In one embodiment of the present invention, step S2, adjusting the torque of the coaxial wheel according to the torque reduction torque, includes: determining the corresponding front axle torque reduction torque and / or rear axle torque reduction torque of the vehicle according to the torque reduction torque; and adjusting the torque of the coaxial wheel according to the front axle torque reduction torque and / or rear axle torque reduction torque.

[0058] In one embodiment of the present invention, the torque reduction torque corresponding to the slipping wheel can be calculated from the difference between the current wheel speed and the vehicle speed. The torque reduction torque refers to the amount of torque that needs to be adjusted at the wheel end to control the current wheel speed.

[0059] In one embodiment of the invention, the torque reduction ΔT of the left front wheel is used. lf The calculation method is as follows:

[0060]

[0061] Where, ΔT lfFor the reduced torque of the left front wheel, error lf (t) represents the difference between the current left front wheel speed and the vehicle speed, K p K is the proportionality coefficient, as shown in Table 1. p The value can be determined based on the wheel speed difference error. lf The value of (t) can be found by looking up K; i K represents the integral coefficient, as shown in Table 2. i The value is determined based on the integral value of the wheel speed difference. The size is obtained by looking up a table; K d The differential coefficients are shown in Table 3, K d The value of is based on the differential value of wheel speed difference d[error] lf The size of (t)] / dt is obtained by looking up a table.

[0062] Table 1 below shows K p Examples of table lookup values ​​are provided.

[0063] error lf (t)] -15 -10 -5 -3 0 3 5 10 15 K p ]] -300 -200 -200 -150 100 150 200 200 300

[0064] Table 1

[0065] Table 2 below shows K i Examples of table lookup values ​​are provided.

[0066]

[0067]

[0068] Table 2

[0069] Table 3 below shows K d Examples of table lookup values ​​are listed below.

[0070] [d[error lf (t)] / dt]]> -500 -300 -200 -100 0 100 200 300 500 K d ]]> -0.5 -0.5 -0.5 0 0 0 0.5 0.5 0.5

[0071] Table 3

[0072] For example, to obtain the current left front wheel speed and vehicle speed, the error is calculated as the difference between the current left front wheel speed and vehicle speed. lf (t) is -15. By looking up Table 1, we can obtain its corresponding K. p The value is -300, which is the integral value of the difference between the current left front wheel speed and the vehicle speed. If the value is -500, then by looking up Table 2, the corresponding K is... i The value is -6, while K d The value can be determined based on the differential value of wheel speed difference d[error]. lf The value of (t)] / d is obtained from Table 3. If the differential value of wheel speed difference d[error] lfIf the value of (t) / d is -500, then the corresponding K is obtained. d The value is -0.5. Substitute the obtained values ​​into the torque reduction ΔT of the left front wheel. lf In the calculation formula, that is

[0073]

[0074] The current reduced torque ΔT of the left front wheel can be obtained. lf It is 7750.

[0075] The above example uses the slipping wheel as the left front wheel. The calculation process for the reduced torque of the other wheels (i.e., the right front wheel, the left rear wheel, and the right rear wheel) is the same as the above process. To reduce redundancy, they will not be listed and elaborated here.

[0076] In one embodiment of the present invention, determining the target torque for each wheel based on the torque reduction corresponding to the slipping wheel includes: determining the front axle torque reduction and rear axle torque reduction for the vehicle based on the torque reduction corresponding to the slipping wheel; and determining the target torque for each wheel based on the front axle torque reduction and rear axle torque reduction. Then, torque is distributed to each wheel based on the target torque for each wheel.

[0077] In this embodiment, when determining the target torque for each wheel based on the torque reduction of the slipping wheel, the front axle torque reduction and rear axle torque reduction of the vehicle can be determined first based on the torque reduction of the slipping wheel. Then, the target torque for each wheel can be determined based on the front axle torque reduction and rear axle torque reduction. It is understood that by determining the target torque for each wheel based on the front axle torque reduction and rear axle torque reduction, torque distribution can be performed on each wheel based on the target torque, achieving torque adjustment for each wheel. Calculating the front axle torque reduction and rear axle torque reduction enables synchronous torque control of vehicles on the same axle. Specifically, since the vehicle is currently in differential steering mode, in addition to the driving torque, differential torque in the opposite direction is also applied to the wheels on the same axle. If torque reduction control is only applied to the slipping wheels, it will cause the entire vehicle to generate an undesirable yaw moment and change the magnitude of the longitudinal force of the vehicle, resulting in situations such as tail-swing, understeer, or abnormal speed. Therefore, in differential mode, after a wheel slips, the wheels on the same axle need to be adjusted synchronously. Thus, the corresponding front axle torque reduction and rear axle torque reduction are determined according to the torque reduction of the slipping wheel. Then, the target torque for each wheel is determined according to the front axle torque reduction and rear axle torque reduction, thereby achieving synchronous adjustment and control of the torque of the wheels on the same axle, avoiding the generation of undesirable yaw moment in the entire vehicle, and preventing situations such as tail-swing, understeer, or abnormal speed.

[0078] In one embodiment of the present invention, such as Figure 5As shown, determining the corresponding front axle torque reduction and / or rear axle torque reduction based on the torque reduction includes: when at least one of the left front wheel and the right front wheel slips, calculating the front axle torque reduction and / or rear axle torque reduction according to a first calculation strategy; when neither the left front wheel nor the right front wheel slips, but at least one of the left rear wheel and the right rear wheel slips, calculating the rear axle torque reduction according to a second calculation strategy.

[0079] In an embodiment, such as Figure 5 As shown, the system determines whether the front axle is slipping by judging whether either of the two front wheels (left and right front wheels) is slipping. If at least one of the left and right front wheels slips, the front axle is considered to be slipping, and the first calculation strategy is used to calculate the reduced torque for the front axle and / or the reduced torque for the rear axle. If neither the left nor right front wheels slips, but at least one of the left or right rear wheels slips, the front axle is considered not slipping, but the rear axle is slipping. The second calculation strategy is used to calculate the reduced torque for the rear axle, thus determining the corresponding reduced torque for the front axle and / or the rear axle based on the reduced torque of the slipping wheel. A coaxial control strategy is used for the slipping wheel to ensure that under differential steering conditions, the vehicle will not generate additional yaw moment after a single wheel slips and its torque is reduced, thus changing the vehicle's attitude.

[0080] In one embodiment of the present invention, the first calculation strategy includes:

[0081]

[0082] Where, ΔT F For the reduced torque on the front axle, ΔT R To reduce the torque on the rear axle, ΔT lf The torque reduction ΔT corresponds to the left front wheel. lr The torque reduction ΔT corresponds to the left rear wheel. rf The torque reduction ΔT corresponds to the right front wheel. rr This is the torque reduction torque corresponding to the right rear wheel.

[0083] In this embodiment, when the front axle wheels slip during vehicle movement, the rear axle wheels are also highly likely to slip when traversing the same road surface. Therefore, adjusting the differential torque of the rear axle after front axle wheel slippage helps reduce the frequency of wheel slippage. Specifically, a first calculation strategy is used to calculate the torque reduction between the front and rear axles. The front axle torque reduction can be denoted as ΔT. F The torque reduction of the rear axle is denoted as ΔT. R The torque reduction corresponding to the left front wheel is denoted as ΔT. lf The torque reduction corresponding to the left rear wheel is denoted as ΔT. lr The torque reduction corresponding to the right front wheel is denoted as ΔT. rf The torque reduction corresponding to the right rear wheel is denoted as ΔT.rr In the first calculation strategy, the front axle torque reduction ΔT F Take the torque reduction ΔT corresponding to the left front wheel lf The torque reduction ΔT corresponding to the right front wheel rf The maximum value in, i.e., ΔT F =max(ΔT) lf ,ΔT rf Rear axle torque reduction ΔT R Take the torque reduction ΔT corresponding to the left front wheel lf The torque reduction ΔT corresponding to the right front wheel rf The torque reduction ΔT corresponding to the left rear wheel lr The torque reduction ΔT corresponding to the right rear wheel rr The maximum value in, i.e., ΔT R =max(ΔT) lf ,ΔT rf ΔT lr ,ΔT rr Therefore, the torque reduction ΔT corresponding to the left front wheel is thus achieved. lf The torque reduction ΔT corresponding to the right front wheel rf The torque reduction ΔT corresponding to the left rear wheel lr The torque reduction ΔT corresponding to the right rear wheel rr The front axle torque reduction ΔT can be calculated. F and rear axle torque reduction ΔT R .

[0084] In one embodiment of the present invention, the second calculation strategy includes:

[0085]

[0086] Where, ΔT F For the reduced torque on the front axle, ΔT R To reduce the torque on the rear axle, ΔT lr The torque reduction ΔT corresponds to the left rear wheel. rr This is the torque reduction torque corresponding to the right rear wheel.

[0087] In this embodiment, the front axle torque reduction can be denoted as ΔT. F The torque reduction of the rear axle is denoted as ΔT. R The torque reduction corresponding to the left rear wheel is denoted as ΔT. lr The torque reduction corresponding to the right rear wheel is denoted as ΔT. rr In the second calculation strategy, the front axle torque reduction ΔT F Take 0, that is, ΔT F =0, rear axle torque reduction ΔT R Take the torque reduction ΔT corresponding to the left rear wheel lr The torque reduction ΔT corresponding to the right rear wheelrr The maximum value in, i.e., ΔT R =max(ΔT) lr ,ΔT rr Therefore, based on the torque reduction ΔT corresponding to the left rear wheel... lr The torque reduction ΔT corresponding to the right rear wheel rr The reduced torque ΔT of the rear axle can be calculated. R .

[0088] In one embodiment of the present invention, combined with Figure 4 As shown, torque adjustment of coaxial wheels is performed based on the front axle torque reduction and / or rear axle torque reduction, including: determining the target torque corresponding to each wheel based on the front axle torque reduction and / or rear axle torque reduction; when the driving torque directions of the inner and outer wheels of the vehicle are opposite, the target torque corresponding to each wheel is calculated using a third calculation strategy; when the driving torque directions of the inner and outer wheels of the vehicle are the same, the target torque corresponding to each wheel is calculated using a fourth calculation strategy.

[0089] In an embodiment, such as Figure 4 As shown, the vehicle is currently in differential steering mode. Under differential steering conditions, the inner wheels may experience a driving force opposite to the direction of travel. Therefore, different torque adjustment schemes are developed for forward and reverse slippage of the inner wheels. Specifically, when the driving torque directions of the inner and outer wheels are opposite, a third calculation strategy is used to calculate the target torque for each wheel, and torque is then distributed accordingly. When the driving torque directions of the inner and outer wheels are the same, a fourth calculation strategy is used to calculate the target torque for each wheel, and torque is then distributed accordingly. Developing a separate control strategy for reverse slippage of the inner wheels improves the reliability of the vehicle's differential function and enhances vehicle safety.

[0090] In one embodiment of the present invention, the third calculation strategy includes:

[0091]

[0092] Among them, T lft T represents the target torque for the left front wheel. lfi The wheel-end torque corresponding to the left front wheel before torque adjustment (i.e., anti-slip control intervention) is given by d, where d is the vehicle rotation direction, and ΔT is the torque applied before torque adjustment (i.e., anti-slip control intervention). F To reduce torque on the front axle, T rft T represents the target torque for the right front wheel. rfi To adjust the torque (i.e., to engage anti-slip control) at the wheel end of the right front wheel, T lrt T is the target torque for the left rear wheel. lriThe corresponding wheel-end torque of the left and rear wheels before torque adjustment (i.e., anti-slip control intervention) is ΔT. R To reduce torque on the rear axle, T rrt T represents the target torque for the right rear wheel. rri The corresponding wheel-end torque of the right rear wheel before torque adjustment (i.e., anti-skid control intervention).

[0093] In this embodiment, the target torque of the left front wheel is denoted as T. lft The wheel end torque of the left front wheel before torque adjustment is denoted as T. lfi The direction of vehicle rotation is denoted as d, and the torque reduction of the front axle is denoted as ΔT. F The target torque for the right front wheel is denoted as T. rft The wheel end torque corresponding to the right front wheel before torque adjustment is denoted as T. rfi The target torque for the left rear wheel is denoted as T. lrt The wheel end torque of the left and rear wheels before torque adjustment is denoted as T. lri The torque reduction of the rear axle is denoted as ΔT. R The target torque for the right rear wheel is denoted as T. rrt The wheel end torque of the right rear wheel before torque adjustment is denoted as T. rri Specifically, the wheel-end torque T corresponding to the left front wheel before torque adjustment. lfi The initial wheel-end torque of the left front wheel can be obtained by reading the corresponding signal from the vehicle. Before torque adjustment, the wheel-end torques of the right front wheel, left rear wheel, and right rear wheel are obtained in the same way as the left front wheel. The wheel-end torque T of the left front wheel before torque adjustment... lfi And the vehicle's rotation direction d and the front axle torque reduction ΔT F The sum of the products is the target torque T for the left front wheel. lft The value of T lft =T lfi +d*ΔT F Before torque adjustment, the wheel end torque T corresponding to the right front wheel is... rfi and the vehicle rotation direction d and the front axle torque reduction ΔT F The sum of the products is the target torque T for the right front wheel. rft That is, T rft =T rfi -d*ΔT F Before torque adjustment, the corresponding wheel end torque T of the left and rear wheels. iri and the vehicle rotation direction d and the rear axle torque reduction ΔT R The sum of the products is the target torque T for the left rear wheel. lrt The value of T lrt =T lri +d*ΔT R Before torque adjustment, the corresponding wheel end torque T of the right rear wheel.rri and the vehicle rotation direction d and the rear axle torque reduction ΔT R The sum of the products is the target torque T for the right rear wheel. rrt The value of T rrt =T rri -d*ΔT R .

[0094] In one embodiment of the present invention, different vehicle rotation directions correspond to different values.

[0095] In the embodiment, different vehicle turning directions correspond to different values. For example, when a vehicle turns left, the vehicle turning direction is set to 1, i.e., d = 1, and when a vehicle turns right, the vehicle turning direction is set to -1, i.e., d = -1.

[0096] Based on this, when a vehicle makes a left turn, the third calculation strategy includes:

[0097]

[0098] When a vehicle turns right, the third calculation strategy includes:

[0099]

[0100] In one embodiment of the present invention, the fourth calculation strategy includes:

[0101]

[0102] Among them, T lft T represents the target torque for the left front wheel. lfi To adjust the torque (i.e., to engage anti-slip control) at the wheel end of the left front wheel, ΔT F To reduce torque on the front axle, T rft T represents the target torque for the right front wheel. rfi To adjust the torque (i.e., to engage anti-slip control) at the wheel end of the right front wheel, T lrt T is the target torque for the left rear wheel. lri The corresponding wheel-end torque of the left and rear wheels before torque adjustment (i.e., anti-slip control intervention) is ΔT. R To reduce torque on the rear axle, T rrt T represents the target torque for the right rear wheel. rri The corresponding wheel-end torque of the right rear wheel before torque adjustment (i.e., anti-skid control intervention).

[0103] In this embodiment, the target torque of the left front wheel is denoted as T. lft The wheel end torque of the left front wheel before torque adjustment is denoted as T. lfi The front axle torque reduction is denoted as ΔT. F The target torque for the right front wheel is denoted as T.rft The wheel end torque corresponding to the right front wheel before torque adjustment is denoted as T. rfi The target torque for the left rear wheel is denoted as T. lrt The wheel end torque of the left and rear wheels before torque adjustment is denoted as T. lri The torque reduction of the rear axle is denoted as ΔT. R The target torque for the right rear wheel is denoted as T. rrt The wheel end torque of the right rear wheel before torque adjustment is denoted as T. rri In the fourth calculation strategy, the wheel-end torque T corresponding to the left front wheel before torque adjustment will be used. lfi and front axle torque reduction ΔT F The difference is compared with 0, i.e., T lfi -ΔT F The value between T and 0 is determined by comparison. lfi -ΔT F The maximum value between 0 and 0 yields the target torque T for the left front wheel. lft That is, T lft =max(T) lfi -ΔT F ,0); The wheel end torque T corresponding to the right front wheel before torque adjustment is performed by comparison. rfi and front axle torque reduction ΔT F The difference between T and 0, i.e., T rfi -ΔT F The magnitude of the two, 0 and 0, is taken as T. rfi -ΔT F The maximum value between 0 and 0 yields the target torque T for the right front wheel. rft That is, T rft =max(T) rfi -ΔT F ,0); The corresponding wheel end torque T of the left and rear wheels before torque adjustment is performed by comparison. iri and rear axle torque reduction ΔT r The difference between T and 0, i.e., T rfi -ΔT F The value between 0 and T is taken as T. rfi -ΔT F The maximum value between 0 and 0 yields the target torque T for the left rear wheel. lrt That is, T lrt =max(T) lri -ΔT R ,0); The corresponding wheel end torque T of the right and rear wheels before torque adjustment is performed by comparison. rri and rear axle torque reduction ΔT R The difference between T and 0, i.e., T rri -ΔT R The value between 0 and T is taken as T.rri -ΔT R The maximum value between 0 and 0 yields the target torque T for the right rear wheel. rrt That is, T rrt =max(T) rri -ΔT R ,0).

[0104] Therefore, by using the third or fourth calculation strategy mentioned above, the target torque corresponding to each wheel can be calculated. Then, based on the target torque corresponding to each wheel, the torque is distributed to the corresponding wheel so that the output torque of each wheel is adapted to the current driving conditions of the vehicle, reducing the frequency of vehicle slippage. At the same time, it ensures that under differential conditions, the vehicle will not generate additional yaw moment after a single wheel slips and reduces torque, thereby avoiding affecting the vehicle body posture and ensuring the riding experience of the passengers.

[0105] In one embodiment of the present invention, such as Figure 5 As shown, after calculating the target torque for each wheel of the vehicle, the process also includes: torque limiting and smoothing anti-shake processing of the target torque.

[0106] In an embodiment, such as Figure 5 As shown, after calculating the target torque for each wheel, torque limiting and smoothing anti-vibration processing can be applied to the target torque. Specifically, the target torque can be limited by the maximum available torque limit of the vehicle motor. Furthermore, smoothing anti-vibration processing can be applied to the target torque after torque limiting. Specifically, smoothing anti-vibration processing can be performed through first-order filtering and a set torque change step size limit. By applying torque limiting and smoothing anti-vibration processing to the target torque, the smoothness of the vehicle control process can be increased, vehicle vibration can be reduced, thereby improving the user's riding experience.

[0107] As a specific embodiment, the following is combined with Figure 2 A flowchart describing the basic control logic of the vehicle control method according to an embodiment of the present invention.

[0108] Combination Figure 2 As shown, in this embodiment, the vehicle control method mainly performs the following steps:

[0109] Step S10: Start the vehicle.

[0110] Step S20: Determine whether the current vehicle is in differential steering mode. If yes, proceed to step S30; otherwise, proceed to step S60.

[0111] Specifically, the following logic is used to determine whether the vehicle is currently in differential steering mode:

[0112]

[0113] Among them, Tlf T rf T lr T rr These represent the actual driving torque of the left front, right front, left rear, and right rear wheels, respectively, with ΔT being the torque threshold value for differential steering. The vehicle is considered to be in differential steering mode when either of the above two conditions is met or the differential steering function flag is activated.

[0114] Step S30: Determine whether the current vehicle status requires anti-skid control intervention, i.e. whether torque adjustment is required. If so, proceed to step S40; otherwise, proceed to step S60.

[0115] Specifically, when any one of the four wheels slips, the system determines that torque adjustment is needed. This determination is made independently for each wheel based on its slippage status. Taking the left front wheel as an example, the logic for the other wheels is the same. Figure 3 As shown, the judgment steps are as follows:

[0116] Step S301: Start the vehicle.

[0117] Step S302: Reset the counter to zero, i.e., set M=0 and N=0. M is the number of cycles to determine whether all wheels have returned to stability, and N is the number of cycles to determine whether any one wheel has slipped.

[0118] Step S303: Determine whether the braking depth is less than a preset value, for example, the preset value is 5%. If the braking depth is less than the preset value, proceed to step S305; if the braking depth is not less than the preset value, proceed to step S304.

[0119] Step S304: Output k slip =0, meaning the wheels do not meet the conditions for slipping, and torque adjustment is not required, i.e., anti-slip control intervention is not needed.

[0120] Step S305: Determine the wheel speed and acceleration status, that is, determine whether the difference between the wheel status parameters and the vehicle status parameters exceeds the threshold value. If it exceeds the threshold value, proceed to step S306; if it does not exceed the threshold value, proceed to step S307.

[0121] Specifically, the logical expression for the judgment is as follows:

[0122]

[0123] Among them, u lf The table shows the actual wheel speed of the left front wheel, where u is the current vehicle speed, Δu is the wheel speed difference threshold, and K1 is the wheel speed difference threshold correction coefficient. Let a be the acceleration of the left front wheel. xLet Δa be the longitudinal acceleration of the vehicle, K2 be the threshold value for the wheel acceleration difference, and K2 be the correction coefficient for the wheel acceleration difference threshold value. When either of the above two conditions is met, it can be determined that the difference between the wheel state parameters and the vehicle state parameters exceeds the threshold value, and the criterion is true, that is, the wheel is determined to meet the first preset condition.

[0124] In specific examples, as shown in Table 4 below, some examples of the wheel speed difference threshold correction coefficient K1 are presented.

[0125] Vehicle speed (km / h) 0 20 40 60 80 90 100 110 120 <![CDATA[K1]]> 1 1.05 1.1 1.15 1.2 1.25 1.3 1.35 1.4

[0126] Table 4

[0127] In specific examples, as shown in Table 5 below, some examples of the wheel acceleration difference threshold correction coefficient K2 are presented.

[0128] <![CDATA[Vehicle acceleration m / s 2 > 0 1 2 3 4 5 6 7 8 <![CDATA[K2]]> 1 1 1 1.05 1.05 1.05 1.1 1.1 1.1

[0129] Table 5

[0130] Step S306: Set the counter to M = M + 1, N = 0. That is, N is the judgment condition for whether the wheel slips within N consecutive cycles; M is the judgment condition for whether the wheel recovers stability within M cycles.

[0131] Step S307: Set the counter to M = 0.

[0132] Step S308: Wheel slippage status judgment. When the judgment result is true for N consecutive cycles, that is, the number of consecutive cycles in which the wheel meets the first preset condition is greater than 1, then execute step S309; ​​if N is not greater than 1, then return to execute step S305 and repeat the above steps.

[0133] Step S309: Output k slip =1, meaning that if any wheel meets the condition for wheel slippage within N consecutive cycles, then torque adjustment is required.

[0134] Step S310: Determine whether the wheel has regained stability, i.e., k slip Check if the value = 1 is true. If true, proceed to step S311; if false, proceed to step S313.

[0135] Step S311: The counter is set to N = N + 1. This is an assignment formula. If the initial value is 0, it will increment by 1 after one cycle. That is, if the vehicle is not started and is in a stopped state, the counter detects 0 consecutive wheel cycles. After a period of time, the wheel rolls one or more revolutions, and the detected consecutive wheel cycles change from N = 0 to N = 0 + 1 = 1.

[0136] Step S312: Determine whether the wheel has returned to stability, that is, determine whether the judgment result within M consecutive cycles is true, i.e., whether M is greater than 2, and determine whether the torque reduction of the wheel is less than the preset torque (e.g., 100 Nm). If M is greater than 2, and the torque reduction of the wheel is less than the preset torque (e.g., 100 Nm), then execute step S313; otherwise, execute step S308.

[0137] Step S313: Output k slip =0, meaning that when all wheels meet the conditions for restoring stability in M ​​consecutive cycles, and the torque reduction of each wheel is less than 100Nm, the vehicle's anti-skid control is disengaged.

[0138] Step S314: End.

[0139] Step S40: Calculate the torque reduction of each wheel, and use the difference between the current wheel speed and the vehicle speed to perform proportional-integral-derivative adjustment to calculate the amount of torque that needs to be adjusted at the wheel end to control the wheel speed.

[0140] Step S50: Control the coaxial wheels to adjust torque.

[0141] Specifically, since the vehicle is currently in a differential state, such as Figure 4 As shown, in addition to the driving torque applied to the coaxial wheels, a differential torque in the opposite direction is also applied. If torque reduction control is only applied to the slipping wheel, it will cause the entire vehicle to generate an undesirable yaw moment and change the magnitude of the longitudinal force, resulting in situations such as fishtailing, understeer, or abnormal speed. Therefore, in differential mode, after wheel slippage, the coaxial wheels need to be synchronized. The torque synchronization adjustment strategy is as follows: Figure 5 As shown, the specific implementation steps are as follows:

[0142] Step S510: Start the vehicle.

[0143] Step S520: Determine whether the front axle vehicle is slipping, i.e. whether the left front wheel and the right front wheel are slipping. If slipping occurs, proceed to step S530; if slipping does not occur, proceed to step S540.

[0144] Step S530: Shaft adjustment torque calculation rule one, i.e., the first calculation strategy.

[0145] Specifically, when the front axle wheels slip during vehicle movement, the rear axle wheels are also highly likely to slip when traversing the same road surface. Therefore, adjusting the differential torque of the rear axle after front axle wheel slippage helps reduce the probability of wheel slippage. The formula for calculating the front and rear axle adjustment torque is as follows:

[0146]

[0147] Where, ΔT F For the reduced torque on the front axle, ΔT R To reduce the torque on the rear axle, ΔT lf The torque reduction ΔT corresponds to the left front wheel. lr The torque reduction ΔT corresponds to the left rear wheel. rf The torque reduction ΔT corresponds to the right front wheel. rr This is the torque reduction torque corresponding to the right rear wheel.

[0148] Step S540: Shaft adjustment calculation rule two, i.e., the second calculation strategy, namely:

[0149]

[0150] Step S550: Calculate the target torque at the wheel end.

[0151] Specifically, such as Figure 4 As shown, under differential conditions, the inner wheel may experience a driving force opposite to the direction of travel. Therefore, separate braking torque adjustment schemes are proposed for both forward and reverse slippage of the inner wheel. When the driving torque directions at the wheel ends of the inner and outer wheels are opposite, the target torque at the wheel ends is calculated using the third calculation strategy:

[0152]

[0153] When the driving torque directions at the inner and outer wheel ends are the same, the target torque at the wheel ends is calculated using the fourth calculation strategy:

[0154]

[0155] Step S560: Based on the motor's capabilities, limit and smooth the target torque at the wheel ends of each wheel to prevent vibration.

[0156] Step S570: End.

[0157] In summary, according to the vehicle control method of the present invention, when it is determined that the vehicle is in a differential steering condition and there are slipping wheels, the method determines the torque reduction torque of the slipping wheel and adjusts the torque of the coaxial wheel according to the torque reduction torque. That is, when it is determined that the vehicle is in a differential steering condition, it is judged whether the vehicle meets the conditions for anti-slip control intervention; when the vehicle meets the conditions for anti-slip control intervention (i.e., the vehicle slips), anti-slip control is performed on the vehicle to determine the torque reduction torque of the slipping wheel and adjust the torque of the coaxial wheel according to the torque reduction torque, thereby performing anti-slip control of the vehicle in the differential steering condition. Furthermore, by classifying the vehicle's differential state, the identification scheme for wheel slippage in differential conditions is optimized, and different drive torque control logics are used. For example, a coaxial control strategy is used for slipping wheels, and a control strategy is formulated for the condition of reverse slippage of the inner wheel. This ensures timely identification when reverse slippage occurs, expands the application scenarios of the differential function, avoids high-speed wheel slippage and vehicle body posture deflection, and improves the reliability of the vehicle's differential function and the user experience.

[0158] The present invention also proposes a vehicle control system 100 in the embodiments.

[0159] Figure 6 This is a schematic diagram of a vehicle control system according to an embodiment of the present invention. Figure 6 As shown, the vehicle control system 100 includes: a determination module 110 and a control module 120.

[0160] Specifically, the determination module 110 is used to determine the torque reduction of the slipping wheel when the vehicle is in differential steering condition and there is a slipping wheel.

[0161] The control module 120 is used to adjust the torque of the coaxial wheel according to the torque reduction torque.

[0162] In one embodiment of the present invention, the determining module 110 determines whether the vehicle is in differential steering mode, including: when the differential steering function flag of the vehicle is in the activation flag position, determining that the vehicle is in differential steering mode.

[0163] In one embodiment of the present invention, the determining module 110 is configured to: determine that the vehicle is in differential steering condition when the absolute value of the first difference is greater than a first preset torque threshold value, and / or the absolute value of the second difference is greater than a second preset torque threshold value; wherein, the first difference is the absolute value of the difference between the actual driving torque of the left front wheel and the actual driving torque of the right front wheel, and the second difference is the absolute value of the difference between the actual driving torque of the left rear wheel and the actual driving torque of the right rear wheel.

[0164] In one embodiment of the present invention, the determining module 110 is used to: determine that the corresponding wheel has slipped when it is determined that any wheel meets the first preset condition in N consecutive cycles; otherwise, determine that the corresponding wheel has not slipped, where N is an integer greater than 1.

[0165] In one embodiment of the present invention, the determining module 110 is used to: determine that the wheel meets the first preset condition when the absolute value of the third difference is greater than a preset wheel speed difference threshold, and / or the absolute value of the fourth difference is greater than a preset wheel acceleration difference threshold; wherein, the third difference is the absolute value of the difference between the actual wheel speed and the current vehicle speed, and the fourth difference is the absolute value of the difference between the wheel acceleration and the longitudinal acceleration of the vehicle.

[0166] In one embodiment of the present invention, a preset wheel speed difference threshold is positively correlated with the vehicle speed value, and a preset wheel acceleration difference threshold is positively correlated with the vehicle speed value.

[0167] In one embodiment of the present invention, after determining that the corresponding wheel has slipped, the determining module 110 is further configured to: if it is detected that the wheel does not meet the first preset condition within M consecutive cycles, and / or the torque reduction of the wheel is less than the preset torque, then determine that the wheel has recovered stability; the control module 120 is further configured to: stop adjusting the torque of each wheel when all wheels have recovered stability, wherein M is an integer greater than 2.

[0168] In one embodiment of the present invention, the control module 120 adjusts the torque of the coaxial wheel according to the torque reduction torque, including: determining the front axle torque reduction torque and / or rear axle torque reduction torque corresponding to the vehicle according to the torque reduction torque; and adjusting the torque of the coaxial wheel according to the front axle torque reduction torque and / or rear axle torque reduction torque.

[0169] In one embodiment of the present invention, the control module 120 determines the front axle torque reduction and / or rear axle torque reduction of the vehicle based on the torque reduction, including: when at least one of the left front wheel and the right front wheel slips, calculating the front axle torque reduction and / or rear axle torque reduction according to a first calculation strategy; when neither the left front wheel nor the right front wheel slips, but at least one of the left rear wheel and the right rear wheel slips, calculating the rear axle torque reduction according to a second calculation strategy.

[0170] In one embodiment of the present invention, the first calculation strategy includes:

[0171]

[0172] Where, ΔT F For the reduced torque on the front axle, ΔT R To reduce the torque on the rear axle, ΔT lf The torque reduction ΔT corresponds to the left front wheel. lrThe torque reduction ΔT corresponds to the left rear wheel. rf The torque reduction ΔT corresponds to the right front wheel. rr This is the torque reduction torque corresponding to the right rear wheel.

[0173] In one embodiment of the present invention, the second calculation strategy includes:

[0174]

[0175] Where, ΔT F For the reduced torque on the front axle, ΔT R To reduce the torque on the rear axle, ΔT lr The torque reduction ΔT corresponds to the left rear wheel. rr This is the torque reduction torque corresponding to the right rear wheel.

[0176] In one embodiment of the present invention, the control module 120 adjusts the torque of the coaxial wheels according to the front axle torque reduction and / or rear axle torque reduction, including: determining the target torque corresponding to each wheel according to the front axle torque reduction and / or rear axle torque reduction; when the driving torque directions of the inner wheel and the outer wheel of the vehicle are opposite, calculating the target torque corresponding to each wheel using a third calculation strategy; when the driving torque directions of the inner wheel and the outer wheel of the vehicle are the same, calculating the target torque corresponding to each wheel using a fourth calculation strategy.

[0177] In one embodiment of the present invention, the third calculation strategy includes:

[0178]

[0179] Among them, T lft T represents the target torque for the left front wheel. lfi The torque at the wheel end of the left front wheel is used for torque adjustment, where d is the vehicle rotation direction, and ΔT is the torque at the wheel end of the left front wheel. F To reduce torque on the front axle, T rft T represents the target torque for the right front wheel. rfi To adjust the torque of the front right wheel, T lrt T is the target torque for the left rear wheel. lri To adjust the torque, the corresponding wheel end torque of the left and rear wheels is ΔT. R To reduce torque on the rear axle, T rrt T represents the target torque for the right rear wheel. rri The corresponding wheel end torque of the right rear wheel before torque adjustment.

[0180] In one embodiment of the present invention, the fourth calculation strategy includes:

[0181]

[0182] Among them, Tlft T represents the target torque for the left front wheel. lfi To adjust the torque of the front left wheel, ΔT is used. F To reduce torque on the front axle, T rft T represents the target torque for the right front wheel. rfi To adjust the torque of the front right wheel, T lrt T is the target torque for the left rear wheel. lri To adjust the torque, the corresponding wheel end torque of the left and rear wheels is ΔT. R To reduce torque on the rear axle, T rrt T represents the target torque for the right rear wheel. rri The corresponding wheel end torque of the right rear wheel before torque adjustment.

[0183] In one embodiment of the present invention, after calculating the target torque of each wheel of the vehicle, the control module 120 is further configured to: perform torque limiting and smoothing anti-vibration processing on the target torque, and then adjust the torque of the corresponding wheel according to the target torque after torque limiting and smoothing anti-vibration processing.

[0184] It should be noted that when controlling the vehicle, the specific implementation of the vehicle control system 100 is similar to the specific implementation of the vehicle control method described in the first aspect embodiment of the present invention. Therefore, for a detailed exemplary description of the vehicle control system 100, please refer to the foregoing description of the vehicle control method. To reduce redundancy, it will not be repeated here.

[0185] According to the vehicle control system 100 of this embodiment, when the vehicle is determined to be in a differential steering condition and there are slipping wheels, the system determines the torque reduction torque of the slipping wheel and adjusts the torque of the coaxial wheel according to the torque reduction torque. That is, when the vehicle is determined to be in a differential steering condition, it is judged whether the vehicle meets the conditions for anti-slip control intervention; when the vehicle meets the conditions for anti-slip control intervention (i.e., the vehicle slips), anti-slip control is performed on the vehicle to determine the torque reduction torque of the slipping wheel and adjust the torque of the coaxial wheel according to the torque reduction torque, thereby performing anti-slip control of the vehicle in the differential steering condition. Furthermore, by classifying the vehicle's differential state, the identification scheme for wheel slippage in differential conditions is optimized, and different drive torque control logics are used. For example, a coaxial control strategy is used for slipping wheels, and a control strategy is formulated for the condition of reverse slippage of the inner wheel. This ensures timely identification when reverse slippage occurs, expands the application scenarios of the differential function, avoids phenomena such as high-speed wheel slippage and vehicle body posture deflection, and improves the reliability of the vehicle's differential function and the user experience.

[0186] A further embodiment of the present invention provides a vehicle 200.

[0187] Figure 7 This is a structural block diagram of a vehicle according to an embodiment of the present invention.

[0188] In some embodiments, such as Figure 7 As shown, the vehicle 200 of this embodiment includes a vehicle control system 100 as described in any of the above embodiments of this invention.

[0189] In other embodiments, the vehicle 200 includes a processor, a memory, and a vehicle control program stored in the memory and executable on the processor, wherein the vehicle control program, when executed by the processor, implements the vehicle control method as described in any of the above embodiments of the present invention.

[0190] It should be noted that the specific implementation of vehicle control is similar to that of any of the vehicle control methods or control systems described above. Therefore, for a detailed exemplary description of the vehicle's differential anti-slip control process, please refer to the aforementioned description of the vehicle control method or control system. To reduce redundancy, it will not be repeated here.

[0191] According to an embodiment of the present invention, when the vehicle 200 is determined to be in a differential steering condition and there are slipping wheels, it determines the torque reduction torque of the slipping wheel and adjusts the torque of the coaxial wheel according to the torque reduction torque. That is, when the vehicle is determined to be in a differential steering condition, it is judged whether the vehicle meets the conditions for anti-slip control intervention; when the vehicle meets the conditions for anti-slip control intervention (i.e., the vehicle slips), anti-slip control is performed on the vehicle to determine the torque reduction torque of the slipping wheel and adjust the torque of the coaxial wheel according to the torque reduction torque, thereby performing anti-slip control of the vehicle in the differential steering condition. Furthermore, by classifying the vehicle's differential state, the identification scheme for wheel slippage problems in differential conditions is optimized, and different drive torque control logics are used. For example, a coaxial control strategy is used for slipping wheels, and a control strategy is formulated for the condition of reverse slippage of the inner wheel. This ensures timely identification when reverse slippage occurs, expands the application scenarios of the differential function, avoids high-speed wheel slippage and vehicle body posture deviation, and improves the reliability of the vehicle's differential function and user experience.

[0192] Further embodiments of the present invention disclose a computer-readable storage medium storing a vehicle control program, which, when executed by a processor, implements the vehicle control method as described in any of the above embodiments of the present invention.

[0193] According to an embodiment of the present invention, when a computer-readable storage medium storing a vehicle control program thereon is executed by a processor, if it is determined that the vehicle is in a differential steering condition and there are slipping wheels, the torque reduction torque of the slipping wheel is determined, and the torque of the co-axle wheel is adjusted according to the torque reduction torque. That is, if it is determined that the vehicle is in a differential steering condition, it is judged whether the vehicle meets the conditions for anti-slip control intervention; when the vehicle meets the conditions for anti-slip control intervention (i.e., the vehicle slips), anti-slip control is performed on the vehicle to determine the torque reduction torque of the slipping wheel and adjust the torque of the co-axle wheel according to the torque reduction torque, thereby performing vehicle anti-slip control under differential steering conditions. Furthermore, by classifying the vehicle's differential state, the identification scheme for wheel slippage under differential conditions was optimized, and different drive torque control logics were used. For example, a coaxial control strategy was adopted for slipping wheels, and a control strategy was formulated for the condition of reverse slippage of the inner wheels. This not only ensures that reverse slippage of the wheels can be identified in a timely manner, but also expands the application scenarios of the differential function, avoids phenomena such as high-speed wheel slippage and vehicle body posture deviation, and improves the reliability of the vehicle's differential function and the user experience.

[0194] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0195] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle control method, characterized in that, Includes the following steps: When the vehicle is in differential steering mode and there are slipping wheels on the vehicle, determine the torque reduction of the slipping wheels. The torque of the coaxial wheel is adjusted according to the aforementioned torque reduction torque; The process of adjusting the torque of the coaxial wheel according to the torque reduction includes: The corresponding front axle torque reduction torque and / or rear axle torque reduction torque of the vehicle are determined based on the torque reduction torque. Torque adjustment is performed on the coaxial wheels based on the front axle torque reduction and / or rear axle torque reduction; Determining the corresponding front axle torque reduction and / or rear axle torque reduction for the vehicle based on the torque reduction includes: When at least one of the left front wheel and the right front wheel slips, the front axle torque reduction and / or the rear axle torque reduction are calculated according to the first calculation strategy. When neither the left front wheel nor the right front wheel slips, but at least one of the left rear wheel or the right rear wheel slips, the reduced torque of the rear axle is calculated according to the second calculation strategy. The first calculation strategy includes: in, The torque reduction torque for the front axle. The torque reduction of the rear axle. This refers to the torque reduction corresponding to the left front wheel. This refers to the torque reduction corresponding to the left rear wheel. This refers to the torque reduction corresponding to the right front wheel. This is the torque reduction torque corresponding to the right rear wheel; The second calculation strategy includes: in, The torque reduction torque for the front axle. The torque reduction of the rear axle. This refers to the torque reduction corresponding to the left rear wheel. This is the torque reduction torque corresponding to the right rear wheel.

2. The vehicle control method according to claim 1, characterized in that, Torque adjustment of the coaxial wheels based on the front axle torque reduction and / or rear axle torque reduction includes: The target torque for each wheel is determined based on the front axle torque reduction and / or rear axle torque reduction. When the driving torque directions of the inner and outer wheels of the vehicle are opposite, the target torque corresponding to each wheel is calculated using the third calculation strategy. When the driving torque directions of the inner and outer wheels of the vehicle are the same, the target torque corresponding to each wheel is calculated using the fourth calculation strategy.

3. The vehicle control method according to claim 2, characterized in that, The third calculation strategy includes: in, The target torque for the left front wheel, To adjust the torque of the front left wheel, For the direction of vehicle rotation, The torque reduction torque for the front axle. The target torque for the right front wheel, To adjust the torque of the front right wheel, The target torque for the left rear wheel, To adjust the torque of the left and rear wheels, the corresponding wheel end torques are... The torque reduction of the rear axle. The target torque for the right rear wheel. The corresponding wheel end torque of the right rear wheel before torque adjustment.

4. The vehicle control method according to claim 2, characterized in that, The fourth calculation strategy includes: in, The target torque for the left front wheel, To adjust the torque of the front left wheel, The torque reduction torque for the front axle. The target torque for the right front wheel, To adjust the torque of the front right wheel, The target torque for the left rear wheel, To adjust the torque of the left and rear wheels, the corresponding wheel end torques are... The torque reduction of the rear axle. The target torque for the right rear wheel. The corresponding wheel end torque of the right rear wheel before torque adjustment.

5. The vehicle control method according to claim 1, characterized in that, When the differential steering function flag of the vehicle is in the active flag position, it is determined that the vehicle is in the differential steering condition.

6. The vehicle control method according to claim 1, characterized in that, When the absolute value of the first difference is greater than the first preset torque threshold, and / or the absolute value of the second difference is greater than the second preset torque threshold, the vehicle is determined to be in the differential steering condition. Wherein, the first difference is the absolute value of the difference between the actual driving torque of the left front wheel and the actual driving torque of the right front wheel, and the second difference is the absolute value of the difference between the actual driving torque of the left rear wheel and the actual driving torque of the right rear wheel.

7. The vehicle control method according to claim 1, characterized in that, When it is determined that any wheel meets the first preset condition within N consecutive cycles, the corresponding wheel is determined to have slipped; otherwise, the corresponding wheel is determined not to have slipped, where N is an integer greater than 1.

8. The vehicle control method according to claim 7, characterized in that, When the absolute value of the third difference is greater than the preset wheel speed difference threshold, and / or the absolute value of the fourth difference is greater than the preset wheel acceleration difference threshold, it is determined that the wheel meets the first preset condition. The third difference is the absolute value of the difference between the actual wheel speed and the current vehicle speed, and the fourth difference is the absolute value of the difference between the wheel acceleration and the longitudinal acceleration of the vehicle.

9. The vehicle control method according to claim 8, characterized in that, The preset wheel speed difference threshold is positively correlated with the vehicle speed value, and the preset wheel acceleration difference threshold is positively correlated with the vehicle speed value.

10. The vehicle control method according to claim 7, characterized in that, After determining that the corresponding wheel has slipped, the process also includes: If it is detected that the wheel does not meet the first preset condition for M consecutive cycles, and / or the torque reduction of the wheel is less than the preset torque, then it is determined that the wheel has recovered stability. When all the wheels have returned to stability, torque adjustment of each wheel is stopped, where M is an integer greater than 2.

11. A vehicle control system, characterized in that, include: The determination module is used to determine the torque reduction of the slipping wheel when the vehicle is in differential steering condition and the vehicle has a slipping wheel. The control module is used to adjust the torque of the coaxial wheel according to the torque reduction torque; The process of adjusting the torque of the coaxial wheel according to the torque reduction includes: The corresponding front axle torque reduction torque and / or rear axle torque reduction torque of the vehicle are determined based on the torque reduction torque. Torque adjustment is performed on the coaxial wheels based on the front axle torque reduction and / or rear axle torque reduction; Determining the corresponding front axle torque reduction and / or rear axle torque reduction for the vehicle based on the torque reduction includes: When at least one of the left front wheel and the right front wheel slips, the front axle torque reduction and / or the rear axle torque reduction are calculated according to the first calculation strategy. When neither the left front wheel nor the right front wheel slips, but at least one of the left rear wheel or the right rear wheel slips, the reduced torque of the rear axle is calculated according to the second calculation strategy. The first calculation strategy includes: in, The torque reduction torque for the front axle. The torque reduction of the rear axle. This refers to the torque reduction corresponding to the left front wheel. This refers to the torque reduction corresponding to the left rear wheel. This refers to the torque reduction corresponding to the right front wheel. This is the torque reduction torque corresponding to the right rear wheel; The second calculation strategy includes: in, The torque reduction torque for the front axle. The torque reduction of the rear axle. This refers to the torque reduction corresponding to the left rear wheel. This is the torque reduction torque corresponding to the right rear wheel.

12. A vehicle, characterized in that, include: The vehicle control system as described in claim 11; or, A processor, a memory, and a vehicle control program stored in the memory and executable on the processor, wherein the vehicle control program, when executed by the processor, implements the vehicle control method as described in any one of claims 1-10.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a vehicle control program, which, when executed by a processor, implements the vehicle control method as described in any one of claims 1-10.

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