Vehicle wheel end torque control method and system, storage medium and vehicle

Abstract

The invention provides a wheel end torque control method and system of a vehicle, a storage medium and the vehicle, and belongs to the technical field of vehicles, and the wheel end torque control method of the vehicle comprises the steps that the required wheel end torque distribution coefficient of a first drive axle is determined based on working condition parameters; determining a limit value range of a required wheel end torque distribution coefficient based on the total wheel end required torque and the maximum limit values of the respective wheel end torques of the first drive axle and the second drive axle; adjusting a required wheel end torque distribution coefficient based on the limit value range to obtain a target wheel end torque distribution coefficient of the first drive axle; and controlling the wheel end torque output by the first drive axle and the second drive axle based on the target wheel end torque distribution coefficient of the first drive axle. According to the method, effective torque distribution is performed on the first drive axle and the second drive axle through the target wheel end torque distribution coefficient of the first drive axle, and a reliable scheme is provided for wheel end torque distribution of the four-wheel-drive vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular, to a wheel-end torque control method, system, storage medium and vehicle of a vehicle. Background Art

[0002] Vehicles can be divided into two-wheel drive vehicles and four-wheel drive vehicles according to the number of drive wheels. Four-wheel drive vehicles have two drive axles, each of which is connected to two drive wheels. In the process of controlling the driving of a four-wheel drive vehicle, the wheel end torque of the two drive axles needs to be distributed to meet the vehicle's requirements for traction, stability and maneuverability.

[0003] In the related art, there is a lack of a method for effectively distributing the wheel-end torque of a four-wheel drive vehicle. Summary of the invention

[0004] Based on this, the present application provides a vehicle wheel-end torque control method, system, storage medium and vehicle to solve the problem of how to distribute the wheel-end torque of a four-wheel drive vehicle.

[0005] In a first aspect of an embodiment of the present application, a method for controlling wheel-end torque of a vehicle is provided, wherein the vehicle comprises a first drive axle and a second drive axle, and the method comprises: Determining a required wheel-end torque distribution coefficient of the first drive axle based on the operating parameters of the vehicle; Determining a limit range of the required wheel-end torque distribution coefficient based on the total required wheel-end torque of the vehicle and the maximum limit values ​​of the wheel-end torques of the first drive axle and the second drive axle; Based on the limit range, adjusting the required wheel-end torque distribution coefficient to obtain a target wheel-end torque distribution coefficient of the first drive axle; The wheel end torques output by the first drive axle and the second drive axle are controlled based on the target wheel end torque distribution coefficient of the first drive axle.

[0006] In some exemplary embodiments, determining the limit range of the required wheel-end torque distribution coefficient based on the total required wheel-end torque of the vehicle and the maximum limit values ​​of the wheel-end torques of the first drive axle and the second drive axle includes: Determining a first limit value of the wheel-end torque distribution coefficient based on the total wheel-end torque requirement and the maximum limit value of the wheel-end torque of the first drive axle, and determining a second limit value of the wheel-end torque distribution coefficient based on the total wheel-end torque requirement and the maximum limit value of the wheel-end torque of the second drive axle; The limit value range is determined based on the first limit value and the second limit value.

[0007] This embodiment determines the first limit value and the second limit value of the limit range based on the maximum limit value of the wheel end torque of the first drive axle and the maximum limit value of the wheel end torque of the second drive axle, thereby simplifying the process of determining the limit range and improving the efficiency of determining the limit range.

[0008] In some exemplary embodiments, controlling the wheel end torque output by the first drive axle and the second drive axle based on the target wheel end torque distribution coefficient of the first drive axle includes: determining a target wheel-end torque distribution coefficient of the second drive axle based on the target wheel-end torque distribution coefficient of the first drive axle; Based on the target wheel-end torque distribution coefficient of the first drive axle and the total wheel-end required torque, the wheel-end torque corresponding to the output of the first drive axle is controlled, and based on the target wheel-end torque distribution coefficient of the second drive axle and the total wheel-end required torque, the wheel-end torque corresponding to the output of the second drive axle is controlled.

[0009] After obtaining the target wheel-end torque distribution coefficient of the first drive axle, this embodiment first determines the target wheel-end torque distribution coefficient of the second drive axle, and controls the wheel-end torques output by the first drive axle and the second drive axle respectively through their respective target wheel-end torque distribution coefficients, thereby improving the control accuracy of the first drive axle and the second drive axle and achieving precise control of the vehicle.

[0010] In some exemplary embodiments, the operating condition parameters include the total required wheel end torque of the vehicle, the driving speed of the vehicle, the slope of the road on which the vehicle is located, and the steering wheel angle of the vehicle, and determining the required wheel end torque distribution coefficient of the first drive axle based on the operating condition parameters of the vehicle includes: Determining a required wheel end torque distribution coefficient to be corrected based on the total required wheel end torque and the driving speed; Based on the slope of the road on which the vehicle is located and the steering wheel angle of the vehicle, the required wheel-end torque distribution coefficient to be corrected is corrected to obtain the required wheel-end torque distribution coefficient.

[0011] After determining the required wheel-end torque distribution coefficient to be corrected, this embodiment corrects the required wheel-end torque distribution coefficient to be corrected based on the slope of the road on which the vehicle is located and the steering wheel angle, which can ensure that the vehicle has good traction, handling performance, agility and stability.

[0012] In some exemplary embodiments, the step of obtaining the total required wheel end torque includes: Determining a wheel-end total required torque to be corrected based on an accelerator pedal opening of the vehicle and a driving speed of the vehicle; The wheel end total required torque to be corrected is corrected based on the brake cylinder pressure of the vehicle and the steering wheel angle of the vehicle to obtain the wheel end total required torque.

[0013] After determining the total wheel end torque required to be corrected, this embodiment corrects the total wheel end torque required to be corrected based on the brake cylinder pressure and steering wheel angle of the vehicle, thereby ensuring the driving stability and power of the vehicle.

[0014] In some exemplary embodiments, the step of determining the maximum limit of the wheel end torque of each of the first drive axle and the second drive axle includes: Respectively obtaining the maximum output power of a power source of each of the first drive axle and the second drive axle, wherein the power source includes a drive motor and / or an engine; Based on the maximum output power of the power source of each of the first drive axle and the second drive axle, the maximum limit value of the wheel end torque of each of the first drive axle and the second drive axle is determined respectively.

[0015] When determining the maximum limit values ​​of the wheel-end torques of the first drive axle and the second drive axle respectively, this embodiment takes into account the respective power sources of the first drive axle and the second drive axle and the maximum limit values ​​of their wheel-end torques, thereby improving the accuracy of determining the maximum limit value of the wheel-end torque, and further making the wheel-end torque distribution of the vehicle more adapted to the actual state of the vehicle.

[0016] In some exemplary embodiments, determining the maximum limit of the wheel end torque of each of the first drive axle and the second drive axle based on the maximum output power of the power source of each of the first drive axle and the second drive axle includes: Acquire a first wheel speed of the first drive axle and a second wheel speed of the second drive axle; The maximum limit of the wheel end torque of the first drive axle is determined based on the first wheel speed and the maximum output power of the power source of the first drive axle, and the maximum limit of the wheel end torque of the second drive axle is determined based on the second wheel speed and the maximum output torque of the power source of the second drive axle.

[0017] After determining the maximum output torque of each power source of the first drive axle and the second drive axle, this embodiment determines the maximum limit values ​​of the wheel end torque of the first drive axle and the second drive axle respectively through the first wheel speed of the first drive axle and the second wheel speed of the second drive axle, thereby improving the accuracy of the maximum limit value determination.

[0018] A second aspect of an embodiment of the present application provides a wheel end torque control system for a vehicle, the vehicle comprising a first drive axle and a second drive axle, the system comprising: A first determination module, configured to determine a required wheel-end torque distribution coefficient of the first drive axle based on an operating condition parameter of the vehicle; A second determination module is used to determine a limit range of the required wheel-end torque distribution coefficient based on the total required wheel-end torque of the vehicle and the maximum limit values ​​of the wheel-end torques of the first drive axle and the second drive axle; an adjustment module, configured to adjust the required wheel-end torque distribution coefficient based on the limit value range to obtain a target wheel-end torque distribution coefficient of the first drive axle; The execution module is used to control the wheel end torque output by the first drive axle and the second drive axle based on the target wheel end torque distribution coefficient of the first drive axle.

[0019] According to a third aspect of an embodiment of the present application, a computer-readable storage medium is provided, on which a computer program is stored. When the program is executed by a processor, the steps of the vehicle wheel-end torque control method described in the second aspect of the present application are implemented.

[0020] The fourth aspect of the embodiment of the present application provides a vehicle, including the wheel-end torque control system of the vehicle described in the second aspect of the embodiment of the present application, or including a control module, wherein the control module is used to implement the steps of the wheel-end torque control method of the vehicle described in the first aspect of the embodiment of the application.

[0021] The present application provides a wheel-end torque control method, system, storage medium and vehicle for a vehicle, the method comprising: determining a required wheel-end torque distribution coefficient of the first drive axle based on the operating parameters of the vehicle; determining a limit range of the required wheel-end torque distribution coefficient based on the total required wheel-end torque of the vehicle and the maximum limit values ​​of the wheel-end torques of the first drive axle and the second drive axle; adjusting the required wheel-end torque distribution coefficient based on the limit range to obtain a target wheel-end torque distribution coefficient of the first drive axle; and controlling the wheel-end torque output by the first drive axle and the second drive axle based on the target wheel-end torque distribution coefficient of the first drive axle.

[0022] The present application first determines the limit range of the required wheel-end torque distribution coefficient through the total required wheel-end torque of the vehicle, the maximum limit of the wheel-end torque of each of the first drive axle and the second drive axle. After that, the required wheel-end torque distribution coefficient is adjusted through the limit range to obtain the target wheel-end torque distribution coefficient of the first drive axle, and then based on the target wheel-end torque distribution coefficient of the first drive axle, the wheel-end torque output by the first drive axle and the second drive axle is controlled. After determining the required wheel-end torque distribution coefficient, the present application also adjusts the required wheel-end torque distribution coefficient through the limit range to obtain the target wheel-end torque distribution coefficient of the first drive axle, so as to effectively distribute torque to the first drive axle and the second drive axle through the target wheel-end torque distribution coefficient of the first drive axle, and finally provides a reliable solution for wheel-end torque distribution of four-wheel drive vehicles.

[0023] In addition, after determining the required wheel-end torque distribution coefficient, the present application also adjusts the required wheel-end torque distribution coefficient through a limit range, so as to control the vehicle based on the adjusted target wheel-end torque distribution coefficient of the first drive axle to prevent the first drive axle and the second drive axle from being overloaded during operation, thereby improving the stability and safety of vehicle driving. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the description of the embodiments of the present application will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0025] Figure 1 It is a step diagram of a vehicle wheel end torque control method provided by an embodiment of the present application; Figure 2 This is a method step diagram for determining a limit range provided in an embodiment of the present application; Figure 3 is a step diagram of a method for controlling wheel end torque provided in an embodiment of the present application; Figure 4 is a step diagram of a method for determining a required wheel-end torque distribution coefficient provided in an embodiment of the present application; Figure 5 is a step diagram of a method for determining the total required torque of the wheel end provided in an embodiment of the present application; Figure 6 is a method step diagram for determining a maximum limit of wheel end torque provided in an embodiment of the present application; Figure 7 is a schematic diagram of a process for determining the maximum output power of a power source in a pure electric mode provided by an embodiment of the present application; Figure 8 is a schematic diagram of a process for determining the maximum output power of a power source in a series mode provided by an embodiment of the present application; Fig. 9 This is a schematic diagram of a process for determining the maximum output power of a power source in a parallel mode provided by an embodiment of the present application; Fig.10 It is a process schematic diagram of a vehicle wheel end torque control method provided by an embodiment of the present application; Fig.11 It is a structural schematic diagram of a wheel-end torque control system of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0026] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0027] Vehicles can be divided into two-wheel drive vehicles and four-wheel drive vehicles according to the number of drive wheels. Four-wheel drive vehicles have two drive axles, each of which is connected to two drive wheels. In the process of controlling the driving of a four-wheel drive vehicle, the wheel end torque of the two drive axles needs to be distributed to meet the vehicle's requirements for traction, stability and maneuverability.

[0028] In the related art, there is a lack of a method for effectively distributing the wheel-end torque of a four-wheel drive vehicle.

[0029] Based on this, in order to solve the problem of how to distribute the wheel-end torque of a four-wheel drive vehicle, the present application provides a vehicle wheel-end torque control method, system, storage medium and vehicle. First, the limit range of the required wheel-end torque distribution coefficient is determined by the total required wheel-end torque of the vehicle, the maximum limit of the wheel-end torque of each of the first drive axle and the second drive axle. After that, the required wheel-end torque distribution coefficient is adjusted by the limit range to obtain the target wheel-end torque distribution coefficient of the first drive axle, and then based on the target wheel-end torque distribution coefficient of the first drive axle, the wheel-end torque output by the first drive axle and the second drive axle is controlled. After determining the required wheel-end torque distribution coefficient, the present application also adjusts the required wheel-end torque distribution coefficient by the limit range to obtain the target wheel-end torque distribution coefficient of the first drive axle, so as to effectively distribute the torque to the first drive axle and the second drive axle through the target wheel-end torque distribution coefficient of the first drive axle, and finally provides a reliable solution for the wheel-end torque distribution of four-wheel drive vehicles.

[0030] In addition, after determining the required wheel-end torque distribution coefficient, the present application also adjusts the required wheel-end torque distribution coefficient through a limit range, so as to control the vehicle based on the adjusted target wheel-end torque distribution coefficient of the first drive axle to prevent the first drive axle and the second drive axle from being overloaded during operation, thereby improving the stability and safety of vehicle driving.

[0031] The methods described in this application are as follows: The first aspect of the present application proposes an embodiment, such as Figure 1 As shown in the step diagram of a vehicle wheel end torque control method, the method is applied to a vehicle, specifically to an on-board controller of the vehicle, and the main steps include: Step S101: determining a required wheel-end torque distribution coefficient of the first drive axle based on the operating parameters of the vehicle.

[0032] The vehicle includes a first drive axle and a second drive axle, the first drive axle may be either a front drive axle or a rear drive axle of the vehicle, and the second drive axle may be the other of the front drive axle and the rear drive axle of the vehicle that is different from the first drive axle. For example, the first drive axle may be the front drive axle, and the second drive axle may be the rear drive axle.

[0033] Operating condition parameters refer to a series of parameters used to describe the operating conditions of a vehicle under specific conditions, which may specifically include the driving conditions of the road on which the vehicle is located and the operating status of the vehicle.

[0034] The wheel-end torque distribution coefficient refers to a parameter used to reasonably distribute the wheel-end torque of the front and rear drive axles in a four-wheel drive vehicle. The wheel-end torque distribution coefficient indicates the proportion of the wheel-end torque that the drive axle should output to the total wheel-end torque required by the vehicle. The larger the value of the wheel-end torque distribution coefficient, the greater the proportion of the wheel-end torque that the drive axle should output to the total wheel-end torque required by the vehicle; conversely, the smaller the proportion of the wheel-end torque that the drive axle should output to the total wheel-end torque required by the vehicle.

[0035] The required wheel-end torque distribution coefficient is a wheel-end torque distribution coefficient determined based on the vehicle's operating parameters, and can most realistically reflect the vehicle's demand for the wheel-end torque distribution coefficient.

[0036] Step S102: determining a limit range of the required wheel end torque distribution coefficient based on the total required wheel end torque of the vehicle and the maximum limit values ​​of the wheel end torques of the first drive axle and the second drive axle.

[0037] The total required wheel end torque refers to the total torque required on the wheels of the vehicle under specific driving conditions in order to achieve ideal acceleration performance, climbing ability, braking effect and driving stability. The total required wheel end torque of the vehicle can be determined according to the required acceleration of the vehicle. The greater the required acceleration of the vehicle, the greater the total required wheel end torque.

[0038] Since the total wheel-end torque requirement of the vehicle needs to be met by both the first drive axle and the second drive axle. Therefore, when the second drive axle outputs the maximum limit of the wheel-end torque, the wheel-end torque output by the first drive axle is the minimum value under the total wheel-end torque requirement. It can be seen that the maximum limit of the wheel-end torque of the first drive axle determines the upper limit of the wheel-end torque output by the first drive axle, and the maximum limit of the wheel-end torque of the second drive axle determines the lower limit of the wheel-end torque output by the first drive axle. Therefore, the limit range of the required wheel-end torque distribution coefficient can be determined based on the total wheel-end torque requirement and the maximum limits of the wheel-end torques of the first drive axle and the second drive axle.

[0039] Step S103: adjusting the required wheel-end torque distribution coefficient based on the limit range to obtain a target wheel-end torque distribution coefficient of the first drive axle.

[0040] The limit range can be understood as a set of restriction conditions imposed on the variable of the wheel-end torque distribution coefficient, which can be specifically represented in the form of an interval. The specific process implemented by step S103 can be as follows: First, determine whether the required wheel-end torque distribution coefficient is within the limit range. If the required wheel-end torque distribution coefficient is within the limit range, the target wheel-end torque distribution coefficient of the first drive axle is determined as the required wheel-end torque distribution coefficient; if the required wheel-end torque distribution coefficient is outside the limit range, determine whether the required wheel-end torque distribution coefficient is greater than the upper limit of the limit range or less than the lower limit of the limit range. In the case where the required wheel-end torque distribution coefficient is greater than the upper limit of the limit range, the target wheel-end torque distribution coefficient of the first drive axle is determined to be the upper limit of the limit range; in the case where the required wheel-end torque distribution coefficient is less than the lower limit of the limit range, the target wheel-end torque distribution coefficient of the first drive axle is determined to be the lower limit of the limit range.

[0041] Step S104: controlling the wheel end torque output by the first drive axle and the second drive axle based on the target wheel end torque distribution coefficient of the first drive axle.

[0042] After determining the target wheel-end torque distribution coefficient of the first drive axle, the vehicle controller obtains the wheel-end torque required by the first drive axle and the second drive axle according to the target wheel-end torque distribution coefficient of the first drive axle, and sends it to the corresponding execution controllers of the first drive axle and the second drive axle, and controls the first drive axle and the second drive axle to output the corresponding wheel-end torque through the execution controllers of the first drive axle and the second drive axle. Specifically, the execution controllers of the first drive axle and the second drive axle can be a motor controller or an engine controller.

[0043] This embodiment first determines the limit range of the required wheel-end torque distribution coefficient through the total required wheel-end torque of the vehicle, the maximum limit of the wheel-end torque of each of the first drive axle and the second drive axle. After that, the required wheel-end torque distribution coefficient is adjusted through the limit range to obtain the target wheel-end torque distribution coefficient of the first drive axle, and then the wheel-end torque output by the first drive axle and the second drive axle is controlled based on the target wheel-end torque distribution coefficient of the first drive axle. After determining the required wheel-end torque distribution coefficient, this embodiment also adjusts the required wheel-end torque distribution coefficient through the limit range to obtain the target wheel-end torque distribution coefficient of the first drive axle, so as to effectively distribute the torque to the first drive axle and the second drive axle through the target wheel-end torque distribution coefficient of the first drive axle, and finally provides a reliable solution for the wheel-end torque distribution of four-wheel drive vehicles.

[0044] In addition, after determining the required wheel-end torque distribution coefficient, the present embodiment also adjusts the required wheel-end torque distribution coefficient through a limit range, thereby controlling the vehicle based on the adjusted target wheel-end torque distribution coefficient of the first drive axle to prevent the first drive axle and the second drive axle from being overloaded during operation, thereby improving the stability and safety of vehicle driving.

[0045] In some exemplary embodiments, reference Figure 2 A method step diagram for determining a limit range is shown, wherein the limit range of the required wheel end torque distribution coefficient is determined based on the total required wheel end torque of the vehicle and the maximum limit of the wheel end torque of each of the first drive axle and the second drive axle in step S102, specifically including the following steps: Step S11, determining a first limit value of the wheel-end torque distribution coefficient based on the total wheel-end torque demand and the maximum limit value of the wheel-end torque of the first drive axle, and determining a second limit value of the wheel-end torque distribution coefficient based on the total wheel-end torque demand and the maximum limit value of the wheel-end torque of the second drive axle.

[0046] Step S12: determining the limit value range based on the first limit value and the second limit value.

[0047] The maximum limit of the wheel end torque of the first drive axle may also be referred to as the maximum wheel end torque of the first drive axle. The maximum limit of the wheel end torque of the first drive axle determines the wheel end torque output capacity of the first drive axle. During the driving process of the vehicle, in order to ensure the normal use of the first drive axle, the first drive axle should operate within its wheel end torque output capacity. Therefore, the first limit of the limit range can be determined based on the maximum limit of the wheel end torque of the first drive axle.

[0048] The maximum limit of the wheel end torque of the second drive axle may also be referred to as the maximum wheel end torque of the second drive axle. The maximum limit of the wheel end torque of the second drive axle determines the wheel end torque output capacity of the second drive axle. When the second drive axle operates at the maximum limit of the wheel end torque, the wheel end torque of the first drive axle is at the minimum value. Therefore, the minimum limit of the wheel end torque of the first drive axle, i.e., the second limit of the limit range, can be determined based on the maximum limit of the wheel end torque of the second drive axle.

[0049] Since the maximum limit of the wheel end torque of the second drive axle may be greater than the maximum limit of the wheel end torque of the first drive axle, or may be less than the maximum limit of the wheel end torque of the first drive axle, it is possible that the second limit is greater than the first limit. Therefore, after determining the first limit and the second limit, the first limit and the second limit should be compared, and the first limit should be determined as the upper limit of the limit range, and the smaller of the first limit and the second limit should be determined as the lower limit of the limit range, so as to obtain the limit range of the required wheel end torque distribution coefficient of the first drive axle.

[0050] In an optional embodiment, the ratio of the maximum limit of the wheel-end torque of the first drive axle to the total wheel-end required torque can be determined as the first limit; the difference between the total wheel-end required torque and the maximum limit of the wheel-end torque of the second drive axle and the ratio of the total wheel-end required torque can be determined as the second limit.

[0051] This embodiment determines the first limit value and the second limit value of the limit range based on the maximum limit value of the wheel end torque of the first drive axle and the maximum limit value of the wheel end torque of the second drive axle, thereby simplifying the process of determining the limit range and improving the efficiency of determining the limit range.

[0052] In some exemplary embodiments, reference Figure 3 A method for controlling wheel-end torque is shown in the step diagram, wherein the wheel-end torque output by the first drive axle and the second drive axle is controlled based on the target wheel-end torque distribution coefficient of the first drive axle in step S104, specifically including the following steps: Step S21: determining a target wheel-end torque distribution coefficient of the second drive axle based on the target wheel-end torque distribution coefficient of the first drive axle.

[0053] Step S22, based on the target wheel-end torque distribution coefficient of the first drive axle and the total wheel-end required torque, control the wheel-end torque corresponding to the output of the first drive axle, and based on the target wheel-end torque distribution coefficient of the second drive axle and the total wheel-end required torque, control the wheel-end torque corresponding to the output of the second drive axle.

[0054] Since the total wheel-end torque requirement of the vehicle is satisfied by the wheel-end torque output by the first drive axle and the wheel-end torque output by the second drive axle, the sum of the target wheel-end torque output by the first drive axle and the target wheel-end torque output by the second drive axle should be equal to the total wheel-end torque requirement of the vehicle. In other words, the sum of the target wheel-end torque distribution coefficient of the first drive axle and the target wheel-end torque distribution coefficient of the second drive axle should be 1. Therefore, after obtaining the target wheel-end torque distribution coefficient of the first drive axle, the target wheel-end torque distribution coefficient of the second drive axle can be calculated.

[0055] After obtaining the target wheel-end torque distribution coefficients of the first drive axle and the second drive axle respectively, the target wheel-end torque of the first drive axle is obtained by multiplying the target wheel-end torque distribution coefficient of the first drive axle by the total wheel-end demand torque, and the target wheel-end torque of the second drive axle is obtained by multiplying the target wheel-end torque distribution coefficient of the second drive axle by the total wheel-end demand torque.

[0056] After obtaining the target wheel-end torques of the first drive axle and the second drive axle, the target wheel-end torques are sent to the respective execution controllers. Then, the execution controllers of the first drive axle and the second drive axle can control the output of the target wheel-end torques corresponding to the respective ones.

[0057] After obtaining the target wheel-end torque distribution coefficient of the first drive axle, this embodiment first determines the target wheel-end torque distribution coefficient of the second drive axle, and controls the wheel-end torques output by the first drive axle and the second drive axle respectively through their respective target wheel-end torque distribution coefficients, thereby improving the control accuracy of the first drive axle and the second drive axle and achieving precise control of the vehicle.

[0058] In some exemplary embodiments, the operating condition parameters include the total required wheel end torque of the vehicle, the driving speed of the vehicle, the slope of the road on which the vehicle is located, and the steering wheel angle of the vehicle. Figure 4 A method step diagram for determining a required wheel-end torque distribution coefficient is shown, wherein step S101 determines the required wheel-end torque distribution coefficient of the first drive axle based on the operating parameters of the vehicle, specifically comprising the following steps: Step S31, determining a required wheel end torque distribution coefficient to be corrected based on the total required wheel end torque and the driving speed.

[0059] Step S32: based on the slope of the road on which the vehicle is located and the steering wheel angle of the vehicle, the required wheel-end torque distribution coefficient to be corrected is corrected to obtain the required wheel-end torque distribution coefficient.

[0060] The total wheel-end torque requirement reflects the power output required by the vehicle under specific driving conditions, while the driving speed indicates the current operating state of the vehicle. When the vehicle requires greater acceleration, the total wheel-end torque requirement increases, which requires more torque to be allocated to achieve acceleration; on the contrary, when the driving speed is high, in order to maintain the stability and responsiveness of the vehicle, it may be necessary to reduce the torque distribution of a certain wheel end to avoid slippage or excessive wear.

[0061] Therefore, the required wheel-end torque distribution coefficient to be corrected can be determined based on the total required wheel-end torque and the driving speed to ensure that the vehicle can obtain the best traction and handling performance under different driving speeds and load conditions.

[0062] The impact of the slope of the road and the steering wheel angle on the wheel-end torque distribution coefficient is reflected in the dynamic control and stability requirements of the vehicle. The slope of the road will affect the longitudinal force distribution of the vehicle, causing the axle load of the front and rear drive axles of the vehicle to change, which in turn affects the friction between the tires and the ground and the traction of the vehicle. When going uphill, the vehicle needs a greater driving force to overcome gravity, so the torque distribution coefficient of the rear drive axle needs to be increased to provide more traction; when going downhill, the torque distribution coefficient of the rear drive axle needs to be reduced to avoid over-acceleration.

[0063] The steering wheel angle is directly related to the vehicle's steering behavior, affecting the vehicle's lateral stability and steering response. When the steering wheel angle increases, the vehicle may need more inner wheel torque to help the vehicle stabilize steering, or increase the outer wheel torque to improve steering agility.

[0064] In an optional implementation, after determining the required wheel-end torque distribution coefficient to be corrected, the required wheel-end torque distribution coefficient to be corrected can be corrected by looking up the correction coefficient obtained in the table. Specifically, first obtain a first mapping table, which includes different correction coefficients corresponding to different slopes and different steering wheel angles. Then, find the correction coefficient corresponding to the current slope of the vehicle and the current steering wheel angle from the first mapping table. Finally, the required wheel-end torque distribution coefficient to be corrected is corrected by the correction coefficient corresponding to the current slope of the vehicle and the current steering wheel angle to obtain the required wheel-end torque distribution coefficient.

[0065] It can be seen that after determining the required wheel-end torque distribution coefficient to be corrected, this embodiment corrects the required wheel-end torque distribution coefficient to be corrected based on the slope of the road on which the vehicle is located and the steering wheel angle, which can ensure that the vehicle has good traction, handling performance, agility and stability at the same time.

[0066] In some exemplary embodiments, reference Figure 5 A method step diagram for determining the total required wheel end torque is shown, and the step of obtaining the total required wheel end torque may specifically include the following steps: Step S41, determining the total required wheel end torque to be corrected based on the accelerator pedal opening of the vehicle and the driving speed of the vehicle.

[0067] Step S42: based on the brake cylinder pressure of the vehicle and the steering wheel angle of the vehicle, the wheel end total required torque to be corrected is corrected to obtain the wheel end total required torque.

[0068] The accelerator pedal opening and driving speed of the vehicle jointly determine the driver's demand for vehicle power. When the accelerator pedal opening increases, the driver's demand for vehicle power increases, so in order to meet the driver's acceleration demand, the total required torque at the wheel end should also increase accordingly.

[0069] At the same time, changes in driving speed will also affect the total required wheel end torque. When the driving speed is low, the vehicle needs more torque to overcome the inertia and possible load at the start; when the driving speed is high, a certain amount of wheel end torque output is required to maintain or increase the driving speed. Therefore, the total required wheel end torque to be corrected can be determined based on the vehicle's accelerator pedal opening and the vehicle's driving speed.

[0070] The brake cylinder pressure directly affects the vehicle's braking torque, the magnitude of which depends on the friction coefficient of the brake, the radius of the brake disc or brake drum, and the magnitude of the brake pressure. When the vehicle needs to slow down or stop, the increase in brake cylinder pressure will lead to an increase in braking torque, which will reduce the effective traction of the wheel and thus reduce the total required torque at the wheel end. Secondly, the steering wheel angle reflects the steering state of the vehicle, which affects the lateral stability and steering characteristics of the vehicle. During the turning process, the vehicle's lateral force and sideslip angle will affect the traction of the tires, which in turn affects the total required torque at the wheel end.

[0071] In an optional implementation, after determining the total wheel-end torque required to be corrected, the total wheel-end torque required to be corrected can be corrected by looking up the correction coefficient obtained from the table. Specifically, first obtain the second mapping table, which includes different correction coefficients corresponding to different brake cylinder pressures and different steering wheel angles. Then, find the correction coefficient corresponding to the current brake cylinder pressure and the current steering wheel angle of the vehicle from the second mapping table. Finally, the total wheel-end torque required to be corrected is corrected by the correction coefficient corresponding to the current brake cylinder pressure and the current steering wheel angle of the vehicle to obtain the total wheel-end torque required.

[0072] It can be seen that after determining the total wheel end torque required to be corrected, this embodiment corrects the total wheel end torque required to be corrected based on the vehicle's brake cylinder pressure and steering wheel angle, which can ensure the stability and power of the vehicle's driving.

[0073] In some exemplary embodiments, reference Figure 6 A method step diagram for determining a maximum limit of wheel end torque is shown, and the step of determining the maximum limit of the wheel end torque of each of the first drive axle and the second drive axle specifically includes the following steps: Step S51 : obtaining the maximum output power of the power source of each of the first drive axle and the second drive axle.

[0074] The power source includes a drive motor and / or an engine.

[0075] Step S52: determining maximum limits of wheel end torques of the first drive axle and the second drive axle respectively based on maximum output powers of respective power sources of the first drive axle and the second drive axle.

[0076] The power source of each of the first drive axle and the second drive axle may be a drive motor, or a drive motor and an engine. When the drive motor is used as the power source, the maximum output power of the power source of the first drive axle and the second drive axle is the maximum output power of the respective drive motors. When the engine and the drive motor are used as the power source, the maximum output power of the power source of the first drive axle and the second drive axle is the sum of the maximum output powers of the engine and the drive motor.

[0077] This embodiment is introduced by taking a common working mode of an electric four-wheel drive vehicle as an example. In this example, the first drive axle is the front drive axle of the vehicle, and the second drive axle is the rear drive axle of the vehicle. The working modes of the electric four-wheel drive vehicle include a pure electric mode, a series mode, and a parallel mode.

[0078] refer to Figure 7A schematic diagram of the process of determining the maximum output power of a power source in a pure electric mode is shown. In the pure electric mode, the maximum output power of the power source of the front drive axle is the smaller of the maximum discharge power of the power battery fed back by the BMS (Battery Management System) and the rated output power of the drive motor of the front drive axle; the maximum output power of the power source of the rear drive axle in the pure electric mode is the smaller of the maximum discharge power of the power battery fed back by the BMS and the rated output power of the drive motor of the rear drive axle.

[0079] refer to Figure 8 A schematic diagram of the process of determining the maximum output power of the power source in a series mode is shown. In the series mode, the maximum output power of the power source of the front drive axle is the smaller of the maximum output power of the engine and the maximum power generation power of the generator, plus the maximum discharge power of the power battery fed back by the BMS, and the rated output power of the front drive axle drive motor; the maximum output power of the power source of the rear drive axle in the series mode is the smaller of the maximum output power of the engine and the maximum power generation power of the generator, plus the maximum discharge power of the power battery fed back by the BMS, and the rated output power of the rear drive axle drive motor.

[0080] refer to Fig. 9 A schematic diagram of the process of determining the maximum output power of the power source in a parallel mode is shown. In the parallel mode, the maximum output power of the power source of the front drive axle is the smaller of the maximum discharge power of the power battery fed back by the BMS plus the actual output power of the generator and the rated output power of the front drive axle drive motor, plus the maximum output power of the engine, and minus the actual output power of the generator; the maximum output power of the power source of the rear drive axle in the parallel mode is the smaller of the maximum discharge power of the power battery fed back by the BMS plus the actual output power of the generator and the rated output power of the rear drive axle drive motor.

[0081] When determining the maximum limit values ​​of the wheel-end torques of the first drive axle and the second drive axle respectively, this embodiment takes into account the respective power sources of the first drive axle and the second drive axle and the maximum limit values ​​of their wheel-end torques, thereby improving the accuracy of determining the maximum limit value of the wheel-end torque, and further making the wheel-end torque distribution of the vehicle more adapted to the actual state of the vehicle.

[0082] In some exemplary embodiments, the step S52 of determining the maximum limit of the wheel end torque of each of the first drive axle and the second drive axle based on the maximum output power of the power source of each of the first drive axle and the second drive axle can be implemented in the following manner: Acquire a first wheel speed of the first drive axle and a second wheel speed of the second drive axle; The maximum limit of the wheel end torque of the first drive axle is determined based on the first wheel speed and the maximum output power of the power source of the first drive axle, and the maximum limit of the wheel end torque of the second drive axle is determined based on the second wheel speed and the maximum output torque of the power source of the second drive axle.

[0083] After determining the maximum output power of the power source of each of the first drive axle and the second drive axle, the maximum limit of the wheel end torque of each of the first drive axle and the second drive axle can be determined based on the power characteristic formula of the first drive axle and the second drive axle.

[0084] After determining the maximum output torque of each power source of the first drive axle and the second drive axle, this embodiment determines the maximum limit values ​​of the wheel end torque of the first drive axle and the second drive axle respectively through the first wheel speed of the first drive axle and the second wheel speed of the second drive axle, thereby improving the accuracy of the maximum limit value determination.

[0085] Based on the above embodiments, reference Fig.10 A process schematic diagram of a vehicle wheel end torque control method is shown, and the vehicle wheel end torque control method described in this application will be exemplarily described below: The wheel-end torque control method of the vehicle described in the present application is applied to the vehicle, and is specifically applied to the vehicle-mounted controller of the vehicle. The vehicle-mounted controller may be one or more of a vehicle controller, a motor controller, and an engine controller. The vehicle includes a first drive axle and a second drive axle, wherein the first drive axle is specifically the front drive axle of the vehicle, and the second drive axle is specifically the rear drive axle of the vehicle. Specifically, the following steps are included: At the beginning of the method, the total wheel-end required torque to be corrected is first determined based on the vehicle's accelerator pedal opening and the vehicle's driving speed, and the total wheel-end required torque to be corrected is corrected based on the vehicle's brake cylinder pressure and the vehicle's steering wheel angle to obtain the total wheel-end required torque.

[0086] At the same time, based on the total required wheel-end torque and the driving speed, the required wheel-end torque distribution coefficient to be corrected is determined, and based on the slope of the road on which the vehicle is located and the steering wheel angle of the vehicle, the required wheel-end torque distribution coefficient to be corrected is corrected to obtain the required wheel-end torque distribution coefficient.

[0087] After that, the working mode of the vehicle is determined, thereby determining the maximum limit of the wheel end torque of the front drive axle and the rear drive axle. The details are as follows: In pure electric mode, the maximum output power of the power source of the front drive axle is the smaller of the maximum discharge power of the power battery fed back by the BMS and the rated output power of the drive motor of the front drive axle; the maximum output power of the power source of the rear drive axle in pure electric mode is the smaller of the maximum discharge power of the power battery fed back by the BMS and the rated output power of the drive motor of the rear drive axle.

[0088] In the series mode, the maximum output power of the power source of the front drive axle is the smaller of the maximum output power of the engine and the maximum power generation power of the generator, plus the maximum discharge power of the power battery fed back by the BMS, and the rated output power of the front drive axle drive motor; the maximum output power of the power source of the rear drive axle in the series mode is the smaller of the maximum output power of the engine and the maximum power generation power of the generator, plus the maximum discharge power of the power battery fed back by the BMS, and the rated output power of the rear drive axle drive motor.

[0089] In parallel mode, the maximum output power of the power source of the front drive axle is the smaller of the maximum discharge power of the power battery fed back by the BMS plus the actual output power of the generator and the rated output power of the front drive axle drive motor, plus the maximum output power of the engine, and minus the actual output power of the generator; the maximum output power of the power source of the rear drive axle in parallel mode is the smaller of the maximum discharge power of the power battery fed back by the BMS plus the actual output power of the generator and the rated output power of the rear drive axle drive motor.

[0090] After obtaining the maximum output power of the power source of each of the front drive axle and the rear drive axle, the first wheel speed of the front drive axle and the second wheel speed of the rear drive axle are obtained. Further, based on the first wheel speed and the maximum output power of the power source of the front drive axle, the maximum limit of the wheel end torque of the front drive axle under the power limit of the power source is determined, and the maximum limit of the wheel end torque of the front drive axle is obtained by taking the smaller of the maximum limit of the wheel end torque of the front drive axle under the power limit of the power source and the maximum limit of the wheel end torque of the front drive axle under the limit of the vehicle body electronic stability system.

[0091] Similarly, based on the second wheel speed and the maximum output torque of the power source of the rear drive axle, the maximum limit of the wheel end torque of the rear drive axle under the limitation of the power of the power source is determined, and the maximum limit of the wheel end torque of the rear drive axle is obtained by taking the smaller of the maximum limit of the wheel end torque of the rear drive axle under the limitation of the power of the power source and the maximum limit of the wheel end torque of the rear drive axle under the limitation of the vehicle body electronic stability system.

[0092] Afterwards, the first limit is determined based on the maximum limit of the wheel-end torque of the front drive axle and the total required wheel-end torque of the vehicle, and the second limit is determined based on the maximum limit of the wheel-end torque of the rear drive axle and the total required wheel-end torque of the vehicle. The smaller value between the second limit and the first limit is determined to obtain the lower limit of the limit range, and the first limit is determined as the upper limit of the limit range. The smaller value is taken from the required wheel-end torque distribution coefficient and the upper limit, and then the larger value is taken from the obtained smaller value and the lower limit to obtain the target wheel-end torque distribution coefficient of the front drive axle.

[0093] Finally, based on the target wheel-end torque distribution coefficient of the front drive axle, the target wheel-end torque distribution coefficient of the rear drive axle is determined. Further, based on the target wheel-end torque distribution coefficient of the front drive axle and the total wheel-end torque demand, the wheel-end torque corresponding to the output of the front drive axle is controlled, and based on the target wheel-end torque distribution coefficient of the rear drive axle and the total wheel-end torque demand, the wheel-end torque corresponding to the output of the rear drive axle is controlled.

[0094] Based on the same inventive concept, the present application also provides a vehicle wheel end torque control system, such as Fig.11 As shown in the structural schematic diagram of a wheel end torque control system of a vehicle, the vehicle includes a first drive axle and a second drive axle, and the system includes: A first determination module, configured to determine a required wheel-end torque distribution coefficient of the first drive axle based on an operating condition parameter of the vehicle; A second determination module is used to determine a limit range of the required wheel-end torque distribution coefficient based on the total required wheel-end torque of the vehicle and the maximum limit values ​​of the wheel-end torques of the first drive axle and the second drive axle; an adjustment module, configured to adjust the required wheel-end torque distribution coefficient based on the limit value range to obtain a target wheel-end torque distribution coefficient of the first drive axle; The execution module is used to control the wheel end torque output by the first drive axle and the second drive axle based on the target wheel end torque distribution coefficient of the first drive axle.

[0095] In some exemplary embodiments, the second determination module is further used to determine a first limit value of the wheel-end torque distribution coefficient based on the total wheel-end torque demand and the maximum limit value of the wheel-end torque of the first drive axle, and to determine a second limit value of the wheel-end torque distribution coefficient based on the total wheel-end torque demand and the maximum limit value of the wheel-end torque of the second drive axle; and to determine the limit range based on the first limit value and the second limit value.

[0096] In some exemplary embodiments, the execution module is also used to determine the target wheel-end torque distribution coefficient of the second drive axle based on the target wheel-end torque distribution coefficient of the first drive axle; control the wheel-end torque corresponding to the output of the first drive axle based on the target wheel-end torque distribution coefficient of the first drive axle and the total wheel-end required torque; and control the wheel-end torque corresponding to the output of the second drive axle based on the target wheel-end torque distribution coefficient of the second drive axle and the total wheel-end required torque.

[0097] In some exemplary embodiments, the operating condition parameters include the total required wheel-end torque of the vehicle, the driving speed of the vehicle, the slope of the road on which the vehicle is located, and the steering wheel angle of the vehicle. The first determination module is further used to determine the required wheel-end torque distribution coefficient to be corrected based on the total required wheel-end torque and the driving speed; based on the slope of the road on which the vehicle is located and the steering wheel angle of the vehicle, the required wheel-end torque distribution coefficient to be corrected is corrected to obtain the required wheel-end torque distribution coefficient.

[0098] In some exemplary embodiments, the second determination module is further configured to determine the total required wheel-end torque to be corrected based on the accelerator pedal opening of the vehicle and the driving speed of the vehicle; The wheel end total required torque to be corrected is corrected based on the brake cylinder pressure of the vehicle and the steering wheel angle of the vehicle to obtain the wheel end total required torque.

[0099] In some exemplary embodiments, the second determination module is further used to respectively obtain the maximum output power of the power source of each of the first drive axle and the second drive axle, and the power source includes a drive motor and / or an engine; based on the maximum output power of the power source of each of the first drive axle and the second drive axle, respectively determine the maximum limit value of the wheel end torque of each of the first drive axle and the second drive axle.

[0100] In some exemplary embodiments, the second determination module is further used to obtain a first wheel speed of the first drive axle and a second wheel speed of the second drive axle; determine a maximum limit of the wheel-end torque of the first drive axle based on the first wheel speed and the maximum output power of the power source of the first drive axle, and determine a maximum limit of the wheel-end torque of the second drive axle based on the second wheel speed and the maximum output torque of the power source of the second drive axle.

[0101] An embodiment of the present application also provides a computer-readable storage medium on which a computer program / instruction is stored. When the computer program / instruction is executed by a processor, a vehicle wheel-end torque control method as disclosed in an embodiment of the present application is implemented.

[0102] An embodiment of the present application also provides a vehicle, including a wheel-end torque control system of the vehicle provided in the present application, or including a control module, wherein the control module is used to implement the steps of the wheel-end torque control method of the vehicle described in the embodiment of the present application.

[0103] The present application provides a wheel-end torque control method, system, storage medium and vehicle for a vehicle, the method comprising: determining a required wheel-end torque distribution coefficient of the first drive axle based on the operating parameters of the vehicle; determining a limit range of the required wheel-end torque distribution coefficient based on the total required wheel-end torque of the vehicle and the maximum limit values ​​of the wheel-end torques of the first drive axle and the second drive axle; adjusting the required wheel-end torque distribution coefficient based on the limit range to obtain a target wheel-end torque distribution coefficient of the first drive axle; and controlling the wheel-end torque output by the first drive axle and the second drive axle based on the target wheel-end torque distribution coefficient of the first drive axle.

[0104] The present application first determines the limit range of the required wheel-end torque distribution coefficient through the total required wheel-end torque of the vehicle, the maximum limit of the wheel-end torque of each of the first drive axle and the second drive axle. After that, the required wheel-end torque distribution coefficient is adjusted through the limit range to obtain the target wheel-end torque distribution coefficient of the first drive axle, and then based on the target wheel-end torque distribution coefficient of the first drive axle, the wheel-end torque output by the first drive axle and the second drive axle is controlled. After determining the required wheel-end torque distribution coefficient, the present application also adjusts the required wheel-end torque distribution coefficient through the limit range to obtain the target wheel-end torque distribution coefficient of the first drive axle, so as to effectively distribute torque to the first drive axle and the second drive axle through the target wheel-end torque distribution coefficient of the first drive axle, and finally provides a reliable solution for wheel-end torque distribution of four-wheel drive vehicles.

[0105] In addition, after determining the required wheel-end torque distribution coefficient, the present application also adjusts the required wheel-end torque distribution coefficient through a limit range, so as to control the vehicle based on the adjusted target wheel-end torque distribution coefficient of the first drive axle to prevent the first drive axle and the second drive axle from being overloaded during operation, thereby improving the stability and safety of vehicle driving.

[0106] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0107] The embodiments of the present application are described with reference to the flowcharts and / or block diagrams of the methods, systems, electronic devices, and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing terminal device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing terminal device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0108] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing terminal device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0109] These computer program instructions can also be loaded onto a computer or other programmable data processing terminal device so that a series of operating steps are executed on the computer or other programmable terminal device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable terminal device to implement the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0110] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the embodiments of the present application.

[0111] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or terminal device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or terminal device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or terminal device including the elements.

[0112] The above is a detailed introduction to the wheel-end torque control method, system, storage medium and vehicle provided by the present application. Specific examples are used in this article to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea; at the same time, for general technical personnel in this field, according to the ideas of the present application, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. A method for controlling wheel end torque of a vehicle, characterized in that: The vehicle includes a first drive axle and a second drive axle, and the method includes: Determining a required wheel-end torque distribution coefficient of the first drive axle based on the operating parameters of the vehicle; Determining a limit range of the required wheel-end torque distribution coefficient based on the total required wheel-end torque of the vehicle and the maximum limit values ​​of the wheel-end torques of the first drive axle and the second drive axle; Based on the limit range, adjusting the required wheel-end torque distribution coefficient to obtain a target wheel-end torque distribution coefficient of the first drive axle; The wheel end torques output by the first drive axle and the second drive axle are controlled based on the target wheel end torque distribution coefficient of the first drive axle.

2. The vehicle wheel end torque control method according to claim 1, characterized in that: The determining of the limit range of the required wheel-end torque distribution coefficient based on the total required wheel-end torque of the vehicle and the maximum limit values ​​of the wheel-end torques of the first drive axle and the second drive axle comprises: Determining a first limit value of the wheel-end torque distribution coefficient based on the total wheel-end torque requirement and the maximum limit value of the wheel-end torque of the first drive axle, and determining a second limit value of the wheel-end torque distribution coefficient based on the total wheel-end torque requirement and the maximum limit value of the wheel-end torque of the second drive axle; The limit value range is determined based on the first limit value and the second limit value.

3. The vehicle wheel end torque control method according to claim 1, characterized in that: The controlling the wheel end torque output by the first drive axle and the second drive axle based on the target wheel end torque distribution coefficient of the first drive axle comprises: determining a target wheel-end torque distribution coefficient of the second drive axle based on the target wheel-end torque distribution coefficient of the first drive axle; Based on the target wheel-end torque distribution coefficient of the first drive axle and the total wheel-end required torque, the wheel-end torque corresponding to the output of the first drive axle is controlled, and based on the target wheel-end torque distribution coefficient of the second drive axle and the total wheel-end required torque, the wheel-end torque corresponding to the output of the second drive axle is controlled.

4. The vehicle wheel end torque control method according to claim 1, characterized in that: The operating condition parameters include the total required wheel end torque of the vehicle, the driving speed of the vehicle, the slope of the road on which the vehicle is located, and the steering wheel angle of the vehicle. The required wheel end torque distribution coefficient of the first drive axle is determined based on the operating condition parameters of the vehicle, including: Determining a required wheel end torque distribution coefficient to be corrected based on the total required wheel end torque and the driving speed; Based on the slope of the road on which the vehicle is located and the steering wheel angle of the vehicle, the required wheel-end torque distribution coefficient to be corrected is corrected to obtain the required wheel-end torque distribution coefficient.

5. The vehicle wheel end torque control method according to claim 1, characterized in that: The step of obtaining the total required wheel end torque comprises: Determining a wheel-end total required torque to be corrected based on an accelerator pedal opening of the vehicle and a driving speed of the vehicle; The wheel end total required torque to be corrected is corrected based on the brake cylinder pressure of the vehicle and the steering wheel angle of the vehicle to obtain the wheel end total required torque.

6. The vehicle wheel end torque control method according to claim 1, characterized in that: The step of determining the maximum limit of the wheel end torque of each of the first drive axle and the second drive axle comprises: Respectively obtaining the maximum output power of a power source of each of the first drive axle and the second drive axle, wherein the power source includes a drive motor and / or an engine; Based on the maximum output power of the power source of each of the first drive axle and the second drive axle, the maximum limit value of the wheel end torque of each of the first drive axle and the second drive axle is determined respectively.

7. The vehicle wheel end torque control method according to claim 6, characterized in that: The determining the maximum limit of the wheel end torque of each of the first drive axle and the second drive axle based on the maximum output power of the power source of each of the first drive axle and the second drive axle respectively includes: Acquire a first wheel speed of the first drive axle and a second wheel speed of the second drive axle; The maximum limit of the wheel end torque of the first drive axle is determined based on the first wheel speed and the maximum output power of the power source of the first drive axle, and the maximum limit of the wheel end torque of the second drive axle is determined based on the second wheel speed and the maximum output torque of the power source of the second drive axle.

8. A wheel end torque control system for a vehicle, characterized in that: The vehicle includes a first drive axle and a second drive axle, and the system includes: A first determination module, configured to determine a required wheel-end torque distribution coefficient of the first drive axle based on an operating condition parameter of the vehicle; A second determination module is used to determine a limit range of the required wheel-end torque distribution coefficient based on the total required wheel-end torque of the vehicle and the maximum limit values ​​of the wheel-end torques of the first drive axle and the second drive axle; an adjustment module, configured to adjust the required wheel-end torque distribution coefficient based on the limit value range to obtain a target wheel-end torque distribution coefficient of the first drive axle; The execution module is used to control the wheel end torque output by the first drive axle and the second drive axle based on the target wheel end torque distribution coefficient of the first drive axle.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the vehicle wheel end torque control method described in any one of claims 1-7 are implemented.

10. A vehicle, characterized in that: The invention comprises the wheel end torque control system of the vehicle as claimed in claim 8, or comprises a control module, wherein the control module is used to implement the steps of the wheel end torque control method of the vehicle as claimed in any one of claims 1-7.

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