Vehicle control method, storage medium, controller and vehicle

Abstract

The invention discloses a vehicle control method, a storage medium, a controller and a vehicle, and relates to the technical field of vehicles. The control method of the vehicle comprises the steps that when a first shaft of the vehicle slips and triggers torque transfer, torque transfer is conducted on the first shaft and a second shaft of the vehicle according to the acceleration difference of the first shaft, the acceleration difference of the first shaft is the difference value of the acceleration of the first shaft and the acceleration of the whole vehicle, and the second shaft is a non-slip shaft. When the vehicle slips and the torque transfer is triggered, different torque transfers are adaptively formulated according to different slip degrees, so that the vehicle running out-of-trouble ability can be improved while the dynamic property of the whole vehicle is not reduced and the smoothness of the whole vehicle is ensured.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a vehicle control method, a storage medium, a controller and a vehicle. Background Art

[0002] In the related technology, when the vehicle is off-roading outdoors or passing through slippery roads, the tires are prone to slipping, causing the vehicle to be trapped and unable to move forward. At present, when the tires of new energy vehicles slip, they generally rely on the traction control system (TCS, Traction Control System) in the body stability system to get out of trouble. When the traction control system detects that the tire slip rate is too high, it will send a torque reduction signal to the vehicle controller. The vehicle controller will control the torque reduction of the motor of the slipping shaft, and drive the non-slipping shaft to enable the vehicle to get out of trouble. However, this control method will reduce the power of the whole vehicle and also affect the smoothness of the vehicle's driving. Summary of the invention

[0003] The purpose of the present invention is to provide an adaptive torque transfer method, device, storage medium, equipment and vehicle, so as not to reduce the power of the whole vehicle when the vehicle slips, thereby ensuring the smoothness of the whole vehicle and improving the vehicle's ability to escape from difficulties. In a first aspect, an embodiment of the present invention proposes a vehicle control method, the method comprising: when a first shaft of the vehicle slips and torque transfer is triggered, torque is transferred to the first shaft and the second shaft of the vehicle respectively according to the acceleration difference of the first shaft, wherein the acceleration difference of the first shaft is the difference between the acceleration of the first shaft and the acceleration of the whole vehicle, and the second shaft is a non-slip shaft.

[0004] In a second aspect, an embodiment of the present invention provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the vehicle control method described in the embodiment of the first aspect is implemented.

[0005] In a third aspect, an embodiment of the present invention proposes a controller, comprising: at least one processor; a memory storing at least one program, wherein when at least one of the programs is executed by at least one of the processors, the vehicle control method described in the embodiment of the first aspect is implemented.

[0006] In a fourth aspect, an embodiment of the present invention provides a vehicle, comprising: a controller as described in the embodiment of the third aspect of the present invention.

[0007] The control method, storage medium, controller and vehicle of the vehicle of the embodiment of the present invention, when the vehicle slips and the torque transfer is triggered, the first and second shafts of the vehicle are respectively transferred according to the acceleration difference of the first shaft. Specifically, the transferable torque of the first shaft and the transferable torque of the second shaft can be determined according to the acceleration difference of the first shaft. The two transferable torques can be equal or unequal. Then, based on the corresponding transferable torque, the first shaft of the vehicle is torque-unloaded and the second shaft is torque-loaded, so as to realize the adaptive formulation of different torque transfers according to different degrees of slip. In this way, the vehicle's ability to escape from difficulties can be improved while ensuring the smoothness of the vehicle without reducing the power of the vehicle.

[0008] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 is a flow chart of a vehicle control method according to an embodiment of the present invention; Figure 2 is a flow chart of torque transfer condition identification according to an embodiment of the present invention; Figure 3 is a flow chart of adaptive torque transfer according to an embodiment of the present invention; Figure 4 is a flow chart of torque transfer feedback regulation according to one embodiment of the present invention; Figure 5 is a structural block diagram of a controller according to an embodiment of the present invention; Figure 6 4 is a structural block diagram of a vehicle according to an embodiment of the present invention. DETAILED DESCRIPTION

[0010] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0011] The following describes a vehicle control method, a storage medium, a controller, and a vehicle according to embodiments of the present invention with reference to the accompanying drawings.

[0012] Figure 1 1 is a flow chart of a vehicle control method according to an embodiment of the present invention. The vehicle control method can be executed by an electronic control unit (ECU) of the vehicle, a vehicle control unit (VCU), etc.

[0013] likeFigure 1 As shown, the vehicle control method includes: S11, when the first axle of the vehicle slips and torque transfer is triggered, torque transfer is performed on the first axle and the second axle of the vehicle respectively according to the acceleration difference of the first axle, where the acceleration difference of the first axle is the difference between the acceleration of the first axle and the vehicle acceleration, and the second axle is the non-slip axle.

[0014] In this embodiment, the slip of the first axle can be judged according to the axle speed of the first axle and the axle speed of the second axle. When the axle speed of the first axle is greater than or equal to the axle speed of the second axle, it is determined that the first axle slips and the second axle does not slip. Correspondingly, if the axle speed of the first axle is less than the axle speed of the second axle, it is determined that the second axle slips and the first axle does not slip.

[0015] Exemplarily, the axle speed of the first axle can be determined according to the wheel speeds of the two wheels of the first axle, such as the average value of the wheel speeds of the two wheels of the first axle. Correspondingly, the axle speed of the second axle can be determined according to the wheel speeds of the two wheels of the second axle, such as the average value of the wheel speeds of the two wheels of the second axle.

[0016] In one implementation, for a four-wheel vehicle, the axle speed of the front axle: VF = (VFL + VFR) / 2, and the axle speed of the rear axle: VR = (VRL + VRR) / 2, where VFL and VFR are the wheel speeds of the left front wheel and the right front wheel respectively, and VRL and VRR are the wheel speeds of the left rear wheel and the right rear wheel respectively. If the axle speed of the front axle > the axle speed of the rear axle, then the front axle is the first axle, and the acceleration difference of the first axle = front axle acceleration - vehicle acceleration; if the axle speed of the front axle < the axle speed of the rear axle, then the rear axle is the first axle, and the acceleration difference of the first axle = rear axle acceleration - vehicle acceleration.

[0017] Among them, the front axle acceleration can be calculated through the axle speed of the front axle. For example, the front axle acceleration is the change amount of the front axle speed per unit time; the rear axle acceleration can be calculated through the axle speed of the rear axle; the vehicle acceleration can be calculated through the vehicle speed, and the vehicle speed can be calculated through the motor speed of the non-slip axle. For example, the vehicle speed V (the unit can be km / h) can be obtained by multiplying the product of the motor speed n (the unit can be r / min) of the non-slip axle and the vehicle rolling radius R (the unit can be m, as a vehicle parameter, which can be obtained through vehicle communication) by a coefficient of 0.377 and then dividing by the transmission ratio i (as a vehicle parameter, which can be obtained through vehicle communication) of the motor corresponding to the non-slip axle, that is, V = |0.377 R n / i|.

[0018] In some embodiments of the present invention, the judgment conditions for the first axle to trigger torque transfer include: The inter-axle slip ratio of the first axle of the vehicle is greater than the first slip ratio threshold, and the first axle or the second axle triggers TCS control; or, the inter-axle slip ratio of the first axle is greater than the second slip ratio threshold, and neither the first axle nor the second axle triggers TCS control; wherein, the first slip ratio threshold is less than the second slip ratio threshold.

[0019] In this embodiment, the above conditions need to be satisfied simultaneously to determine that the first axle triggers torque transfer. The inter-axle slip ratio of the first axle is the absolute value of the difference between the axle speed of the first axle and the minimum wheel speed of the second axle, or the ratio between the absolute value of the difference between the axle speed of the first axle and the minimum wheel speed of the second axle and the axle speed of the first axle. For example, if the front axle is the first axle, the inter-axle slip ratio of the first axle: S = |VF - VRmin| / VF or S = |VF - VRmin|; if the rear axle is the first axle, the inter-axle slip ratio of the first axle: S = |VR - VFmin| / VR or S = |VR - VFmin|, where, VFmin = min(VFL, VFR), representing the minimum wheel speed of the front axle; VRmin = min(VRL, VRR) representing the minimum wheel speed of the rear axle.

[0020] The triggering situation of TCS control can be determined according to whether the TCS trigger flags of the first axle and the second axle and the dTCS (distributed TCS) trigger flag are active. If it is active, it is determined that the corresponding axle triggers TCS control. For torque transfer to be triggered, the TCS and dTCS trigger flags of the front axle and the TCS and dTCS trigger flags of the rear axle cannot be simultaneously active.

[0021] Exemplarily, the value range of the first slip ratio threshold can be 13% - 17%, such as 15%; the value range of the second slip ratio threshold can be 22% - 28%, such as 25%. The value range of the first vehicle speed threshold can be 8 km / h - 12 km / h, such as 10 km / h; the value range of the first depth threshold can be 15% - 25%, such as 20%. Of course, the values of the slip ratio threshold, vehicle speed threshold, and depth threshold can all be calibrated as needed and are not limited here.

[0022] Exemplarily, the judgment conditions for the first axle to trigger torque transfer can also include: the vehicle's overall vehicle speed is less than the first vehicle speed threshold; and / or, the vehicle's throttle depth is greater than the first depth threshold.

[0023] Among them, the overall vehicle speed can be obtained according to the motor speed of the second axle, such as the formula: V = |0.377 R n / i|; the vehicle's throttle depth can be detected by a throttle depth sensor.

[0024] It should be noted that after the transfer torque trigger (i.e., the transfer torque enable is activated, and the torque transfer enable is defaulted to not be activated), if any of the following conditions is met, it is determined that the transfer torque enable fails, and at this time, it can be considered that the vehicle gets out of trouble: 1) The throttle depth ≤ the second depth threshold; 2) [The inter-axle slip ratio of the first axle < the first preset value of 10% and (the front axle TCS and dTCS trigger flags are activated or the rear axle TCS and dTCS trigger flags are activated)] or [The inter-axle slip ratio of the first axle < the second preset value of 20% and the front axle TCS and dTCS trigger flags are not activated and the rear axle TCS and dTCS trigger flags are not activated]; 3) Min{The vehicle speed converted from the motor speed of the front axle, the vehicle speed converted from the motor speed of the rear axle} > the second vehicle speed threshold.

[0025] Among them, the second depth threshold (such as 20%) is less than or equal to the first depth threshold, the first preset value (such as 10%) is less than the first slip ratio threshold (15%), the second preset value (such as 20%) is less than the second slip ratio threshold (25%), and the second vehicle speed threshold (such as 15 km / h) is greater than the first vehicle speed threshold (10 km / h). By setting the threshold margin, the frequent activation of the torque transfer enable can be avoided, and the stability of the control can be ensured.

[0026] In the control method of the vehicle according to the embodiment of the present invention, when the vehicle slips and the torque transfer is triggered, the torque of the first axle and the second axle of the vehicle is respectively transferred according to the acceleration difference of the first axle. Specifically, the transferable torque of the first axle and the transferable torque of the second axle can be determined according to the acceleration difference of the first axle. The two transferable torques can be equal or unequal. Then, based on the corresponding transferable torques, the torque of the first axle of the vehicle is reduced and the torque of the second axle is increased, so as to adaptively formulate different torque transfers according to different degrees of slipping. Thus, without reducing the overall vehicle power performance and ensuring the overall vehicle smoothness, the vehicle's ability to get out of trouble during driving can be improved.

[0027] In some embodiments of the present invention, transferring the torque of the first axle and the second axle of the vehicle respectively according to the acceleration difference of the first axle includes: determining the target transfer torque according to the acceleration difference of the first axle; transferring the torque of the first axle and the second axle of the vehicle respectively based on the target transfer torque.

[0028] In this embodiment, the transferable torque of the first axle is equal to the transferable torque of the second axle, and both are the target transfer torque. Exemplarily, the target transfer torque is the product of the vehicle's total mass, the rolling radius, and the absolute value of the acceleration difference of the first axle, that is, target transfer torque = vehicle total mass |Acceleration of the first axle - vehicle acceleration| Vehicle rolling radius.

[0029] In one embodiment, torque transfer is performed on the first axle and the second axle of the vehicle based on the target transfer torque, including: taking the difference between the required torque of the first axle and the target transfer torque as the first control torque, and performing torque control on the first axle according to the first control torque; taking the sum of the required torque of the second axle and the target transfer torque as the second control torque, and performing torque control on the second axle according to the second control torque; wherein, the required torque of the first axle and the required torque of the second axle are determined according to the throttle depth of the vehicle.

[0030] Specifically, in some examples, when the torque transfer enable is activated and the front axle acceleration ≥ the rear axle acceleration, the torque transfer state is front axle transfer, and adaptive torque transfer can be performed according to the acceleration difference of the front axle. It includes: calculating the target transfer torque = M (vehicle mass) Acceleration difference of the front axle R (vehicle rolling radius) in real time, calculating the rear axle control torque (i.e., the second control torque) for torque transfer processing = rear axle required torque + target transfer torque, and the front axle control torque (i.e., the first control torque) for torque transfer processing = front axle required torque - target transfer torque. Among them, the ECU can obtain the total required torque according to the throttle depth, and then the VCU distributes the total throttle torque to the front and rear axles (such as equally dividing) to obtain the front axle required torque and the rear axle required torque.

[0031] In other examples, when the torque transfer enable is activated and the rear axle acceleration ≥ the front axle acceleration, the torque transfer state is rear axle transfer, and adaptive torque transfer can be performed according to the acceleration difference of the rear axle. It includes: calculating the target transfer torque = M (vehicle mass) Acceleration difference of the rear axle R (vehicle rolling radius) in real time, calculating the rear axle control torque (i.e., the first control torque) for torque transfer processing = rear axle required torque - target transfer torque, and the front axle control torque (i.e., the second control torque) for torque transfer processing = front axle required torque + target transfer torque.

[0032] It should be noted that when the torque transfer state is non-transfer (i.e., the torque transfer enable fails), the front axle transfer torque can be directly cleared in one frame, and at the same time, the rear axle transfer torque can be directly cleared in one frame to meet the current driving requirements.

[0033] Exemplarily, performing torque control on the first axle according to the first control torque includes: determining a first step torque according to the current torque of the first axle and the acceleration difference of the first axle, wherein the acceleration difference of the first axle is the difference between the acceleration of the first axle and the vehicle acceleration; performing torque reduction on the first axle based on the first step torque until the inter-axle slip ratio of the first axle decreases to a third slip ratio threshold, or the requested torque of the first axle reaches the first control torque, wherein the third slip ratio is less than the first slip ratio threshold.

[0034] When reducing the torque of the first shaft, smoothing can be performed to ensure the smoothness of torque output. Specifically, the first stepping torque can be determined by looking up a table (Table 1 below) based on the current torque of the first shaft and the acceleration difference of the first shaft. After that, the torque of the first shaft is reduced based on the first stepping torque. For example, if the current torque of the first shaft is 100 Nm and the acceleration difference of the first shaft is 0.5, the first stepping torque obtained by looking up the table is 3.5 Nm / ms. Then, the torque of the first shaft is reduced at 3.5 Nm / ms until the inter-axis slip rate of the first shaft decreases to the third slip rate threshold, or the requested torque of the first shaft reaches the first control torque.

[0035] Table 1

[0036] Exemplarily, torque control of the second shaft according to the second control torque includes: determining the second stepping torque based on the current torque of the second shaft and the acceleration difference of the first shaft; and performing torque loading on the second shaft based on the second stepping torque until the inter-axis slip rate of the first shaft decreases to the third slip rate threshold, or the requested torque of the second shaft reaches the second control torque.

[0037] When reducing the torque of the second shaft, smoothing can be performed to ensure the smoothness of torque output. Specifically, the second stepping torque can be determined by looking up a table (Table 2 below) based on the current torque of the second shaft and the acceleration difference of the first shaft. After that, the torque of the second shaft is loaded based on the second stepping torque. For example, if the current torque of the second shaft is 100 Nm and the acceleration difference of the first shaft is 0.5, the second stepping torque obtained by looking up the table is 3 Nm / ms. Then, the torque of the second shaft is loaded at 3 Nm / ms until the inter-axis slip rate of the first shaft decreases to the third slip rate threshold, or the requested torque of the second shaft reaches the second control torque.

[0038] Table 2

[0039] Exemplarily, torque control of the second shaft according to the second control torque includes: performing torque loading on the second shaft at a preset loading slope until the inter-axis slip rate of the first shaft decreases to the third slip rate threshold, or the requested torque of the second shaft reaches the second control torque.

[0040] For torque loading, the second shaft can be torque-loaded (with the absolute value increasing) at a preset loading slope such as 1000 Nm / s to achieve torque smoothing. Optionally, there is no limit on the unloading slope, and it can change according to the real-time calculated value.

[0041] In one embodiment, torque transfer is performed on the first axle and the second axle of the vehicle based on a target transfer torque, and it further includes: before using the difference between the required torque of the first axle and the target transfer torque as the first control torque, determining that the difference between the required torque of the first axle and the target transfer torque is greater than the minimum allowable torque of the first axle; if the difference between the required torque of the first axle and the target transfer torque is less than or equal to the minimum allowable torque of the first axle, then using the minimum allowable torque of the first axle as the first control torque.

[0042] In one embodiment, torque transfer is performed on the first axle and the second axle of the vehicle based on a target transfer torque, and it further includes: before using the sum of the required torque of the second axle and the target transfer torque as the second control torque, determining that the sum of the required torque of the second axle and the target transfer torque is less than the maximum allowable torque of the second axle; if the sum of the required torque of the second axle and the target transfer torque is greater than or equal to the maximum allowable torque of the second axle, then using the maximum allowable torque of the second axle as the second control torque.

[0043] Specifically, when reducing the torque of the first axle and when increasing the torque of the second axle, to ensure the reliability and stability of the control, it is necessary to limit the torque after the increase and decrease so that it is between the minimum allowable torque and the maximum allowable torque of the corresponding axle. Among them, the minimum allowable torque and the maximum allowable torque can be preset values, and the minimum allowable torque and the maximum allowable torque of the front and rear axles can be the same or different, which are specifically determined according to the motors of the front and rear axles, the working conditions, etc.

[0044] Exemplarily, the minimum allowable torque of the first axle is the product of the minimum limit torque of the first axle and the speed ratio of the vehicle, and the maximum allowable torque of the second axle is the product of the maximum limit torque of the second axle and the speed ratio. Among them, the minimum limit torque and the maximum limit torque can be preset values, and the minimum limit torque and the maximum limit torque of the front and rear axles can be the same or different, which are specifically determined according to the motors of the front and rear axles, the working conditions, etc.

[0045] In some embodiments of the present invention, the control method of the vehicle further includes: if the requested torque of the first axle is reduced to the first control torque, or, after the requested torque of the second axle is increased to the second control torque, the inter-axle slip ratio of the first axle is still greater than the third slip ratio threshold, then increasing the target transfer torque; each time the target transfer torque is increased, torque transfer is performed on the first axle and the second axle of the vehicle based on the increased target transfer torque.

[0046] Exemplarily, increasing the target transfer torque includes: increasing the target transfer torque in accordance with a target step size until the target transfer torque increases to the required torque of the first axle, where the target step size is positively correlated with the inter-axle slip ratio of the first axle.

[0047] Specifically, after the torque transfer is implemented, the inter-axle slip rate of the first shaft is monitored in real time. If the inter-axle slip rate of the first shaft is reduced to the third slip rate threshold value (such as 12%) during the loading and unloading process, the torque transfer is stopped, and the vehicle is unstuck according to the existing front and rear axle loading and unloading torque, and the torque loading and unloading is not performed, that is, the request torque of the first shaft is replaced by the current unloading torque of the first shaft, and the request torque of the second shaft is replaced by the current loading torque of the second shaft. If the inter-axle slip rate of the first shaft is still greater than the third slip rate threshold value after the torque loading and unloading is in place (that is, the request torque of the first shaft is unloaded to the first control torque, and the request torque of the second shaft is loaded to the second control torque), the target transfer torque can be increased in the form of an arithmetic progression according to the target step length until it increases to the required torque of the first shaft before the torque transfer. The arithmetic progression (i.e., the target step length) of the arithmetic progression is calibrated according to the inter-axle slip rate of the first shaft. The larger the inter-axle slip rate of the first shaft, the larger the arithmetic progression of the arithmetic progression, so as to better improve the power and stability of the vehicle unstuck. Each time the target transfer torque is increased, torque is transferred to the first shaft and the second shaft of the vehicle respectively based on the increased target transfer torque.

[0048] For example, in order to improve the torque transfer effect, when performing the torque transfer, a PI (proportional integral) adjustment may be performed based on the difference between the shaft speed of the first shaft and the shaft speed of the second shaft.

[0049] In some embodiments of the present invention, the vehicle control method further includes: when the requested torque of the first shaft is reduced to 0 and lasts for a preset time, if the inter-axle slip rate of the first shaft is greater than a fourth slip rate threshold, the torque control of the first shaft and the second shaft is restored to the state before the torque transfer.

[0050] Among them, the preset time can be calibrated as needed.

[0051] Specifically, when the requested torque of the first shaft is reduced to 0 for a period of time, if the inter-axle slip rate of the first shaft is greater than the fourth slip rate threshold (such as 18%), it means that the vehicle is still in trouble and the vehicle cannot be freed by transferring torque. At this time, the torque distribution before the torque transfer can be restored to try to see if the vehicle can be freed.

[0052] In some embodiments of the present invention, after restoring the torque control of the first shaft and the second shaft to the state before the torque transfer, the vehicle control method further includes: if the first shaft is still slipping and the torque transfer is triggered, then switching to the step of transferring the torque to the first shaft and the second shaft of the vehicle respectively according to the acceleration difference of the first shaft, until the inter-axle slip rate of the first shaft is less than a third slip rate threshold, or the step of transferring the torque to the first shaft and the second shaft of the vehicle respectively according to the acceleration difference of the first shaft is executed a preset number of times.

[0053] Among them, the preset number of times can be calibrated as needed, such as 4.

[0054] Specifically, if the vehicle is still slipping after restoring the torque distribution before torque transfer and torque transfer is triggered, then repeat the torque transfer strategy three times. If the vehicle still cannot get out of trouble, stop the torque transfer. Optionally, a prompt message can be sent while stopping the torque transfer so that the driver can promptly try other methods to get the vehicle out of trouble.

[0055] For ease of understanding, the control method of the vehicle in the embodiment of the present invention can be divided into three parts: torque transfer working condition identification, adaptive torque transfer under different inter-axle slip ratios, and inter-axle slip ratio feedback regulation.

[0056] Such as Figure 2 As shown, the torque transfer working condition identification process includes: S21, determine the front axle wheel speed, rear axle wheel speed, front axle minimum wheel speed, and rear axle minimum wheel speed.

[0057] Specifically, receive the signals of the two wheel speeds of the front axle, and take the average value of the two wheel speeds to obtain the front axle wheel speed; receive the signals of the two wheel speeds of the rear axle, and take the average value of the two wheel speeds to obtain the rear axle wheel speed. The front axle minimum wheel speed is the smaller value of the two front axle wheel speeds, and the rear axle minimum wheel speed is the smaller value of the two rear axle wheel speeds.

[0058] S22, determine the slipping axle according to the magnitudes of the front axle wheel speed and the rear axle wheel speed, and calculate the inter-axle slip ratio of the slipping axle.

[0059] Specifically, if the front axle wheel speed ≥ rear axle wheel speed, then determine the slipping axle as the front axle; if the front axle wheel speed < rear axle wheel speed, then determine the slipping axle as the rear axle. The inter-axle slip ratio of the slipping axle = |slipping axle speed - non-slipping axle minimum wheel speed| / slipping axle speed, or the inter-axle slip ratio of the slipping axle = |slipping axle speed - non-slipping axle minimum wheel speed|.

[0060] S23, judge the torque transfer working condition according to the inter-axle slip ratio of the slipping axle, throttle depth, vehicle speed of the whole vehicle, and TCS / dTCS trigger flags of the front and rear axles.

[0061] Specifically, if the triggering conditions for enabling torque transfer as described above are met, then determine to enter the torque transfer working condition.

[0062] Such as Figure 3 As shown, the adaptive torque transfer process under different inter-axle slip ratios includes: S31, determine the front axle wheel speed, rear axle wheel speed, front axle acceleration, and rear axle acceleration.

[0063] Specifically, signals of the wheel speeds of the front axle are received, and the average value of the two wheel speeds is taken to obtain the front axle wheel speed; signals of the wheel speeds of the rear axle are received, and the average value of the two wheel speeds is taken to obtain the rear axle wheel speed. The vehicle acceleration signal is received, and the front axle acceleration and the rear axle acceleration are calculated based on the front axle wheel speed and the rear axle wheel speed.

[0064] S32. Determine the slipping axle according to the magnitudes of the front axle wheel speed and the rear axle wheel speed, calculate the acceleration difference of the slipping axle, and calculate the target transfer torque based on the acceleration difference of the slipping axle.

[0065] Specifically, the acceleration difference of the slipping axle = the acceleration of the slipping axle - the vehicle acceleration, and the target transfer torque = M (vehicle mass) the acceleration difference of the slipping axle R (vehicle rolling radius).

[0066] S33. Determine the front axle required torque for torque transfer processing and the rear axle required torque for torque transfer processing according to the target transfer torque.

[0067] Exemplarily, filtering processing can be performed on the front axle required torque for torque transfer processing and the rear axle required torque for torque transfer processing to obtain control torques adapted to the front and rear axle motors.

[0068] S34. Determine the unloading step torque of the slipping axle and the loading step torque of the non-slipping axle according to the acceleration difference of the slipping axle and the current torques of the front and rear axles, and perform torque addition and subtraction on the slipping axle and the non-slipping axle according to the addition and subtraction step torques to control the motor.

[0069] As Figure 4 shown, the inter-axle slip ratio feedback regulation process includes: S41. When the inter-axle slip ratio of the slipping axle < 12%, stop torque transfer, replace the front axle requested torque with the front axle addition and subtraction torque, and replace the rear axle requested torque with the rear axle addition and subtraction torque: S42. When the torque addition and subtraction is in place and the slip ratio > 12%, continue to increase the target transfer torque, and the target transfer torque increases in an arithmetic progression until it increases to the slipping axle required torque before torque transfer.

[0070] S43. When the requested torque of the slipping axle is unloaded to 0 for a preset time, if the inter-axle slip ratio of the slipping axle is still > 18%, then restore to the torque distribution before torque transfer; if it is still slipping, continue to process according to the torque transfer strategy; after repeating the transfer three times, if it still cannot get out of trouble, stop torque transfer.

[0071] Based on the vehicle control method of the above embodiments, the present invention also proposes a computer-readable storage medium.

[0072] In an embodiment of the application, a computer program is stored on a computer-readable storage medium. When the computer program is executed by a processor, the control method of the vehicle in the above embodiment is implemented.

[0073] Based on the control method of the vehicle in the above embodiment, the present invention also proposes a controller.

[0074] Figure 5 It is a structural block diagram of the controller according to an embodiment of the present invention.

[0075] As Figure 5 shown, the controller 500 includes: a memory 503 and at least one processor 501. Among them, the processor 501 and the memory 503 are connected, such as connected through a bus 502. Optionally, the controller 500 may further include a transceiver 505. It should be noted that in practical applications, the transceiver 505 is not limited to one, and the structure of the controller 500 does not constitute a limitation to the embodiments of the present invention.

[0076] The processor 501 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute various exemplary logic blocks, modules, and circuits described in connection with the disclosure of the present invention. The processor 501 may also be a combination that implements computing functions, such as a combination including one or more microprocessors, a combination of a DSP and a microprocessor, etc.

[0077] The bus 502 may include a path for transmitting information between the above components. The bus 502 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The bus 502 may be divided into an address bus, a data bus, a control bus, etc. For the sake of representation, Figure 5 only a thick line is used to represent it in the figure, but it does not mean that there is only one bus or one type of bus.

[0078] The memory 503 is used to store one or more programs corresponding to the vehicle control method of the above embodiments of the present invention, and the one or more programs are controlled and executed by one or more processors 501. The processor 501 is used to execute the programs stored in the memory 503 to implement the content shown in the foregoing method embodiments.

[0079] Among them, the controller 500 includes but is not limited to: vehicle-mounted controllers, such as VCU, vehicle-mounted ECU, etc. Figure 5 The shown controller 500 is only an example and should not impose any limitations on the functions and usage scope of the embodiments of the present invention.

[0080] Figure 6 is a schematic diagram of the vehicle of the embodiments of the present invention.

[0081] As Figure 6 shown, the vehicle 600 includes: the controller 500 of the above embodiments.

[0082] It should be noted that the other structures and functions of the vehicle 600 are known to those skilled in the art and will not be elaborated here.

[0083] The vehicle control method, storage medium, controller and vehicle of the embodiments of the present invention identify the vehicle torque transfer working condition through the vehicle speed, throttle depth, triggering situation of TCS control, and the inter-axle slip ratio of the front and rear axles, and adaptively formulate different torque transfer strategies according to different degrees of slippage under this working condition. Finally, torque feedback adjustment is performed according to the inter-axle slip ratio of the slipping axle, which can improve the vehicle's off-road ability while not reducing the vehicle's power performance and ensuring the vehicle's smoothness, and can make the vehicle get out of trouble more intelligently.

[0084] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a definite sequence list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by an instruction execution system, apparatus, or device (such as a computer-based system, a system including a processor, or other systems that can fetch and execute instructions from the instruction execution system, apparatus, or device), or in combination with these instruction execution systems, apparatuses, or devices. For the purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium include the following: an electrical connection portion having one or more wirings (electronic device), a portable computer diskette (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium can even be paper or other suitable media on which the program can be printed, because the program can be obtained electronically, for example, by optically scanning the paper or other media, followed by editing, interpretation, or otherwise processing as appropriate, and then stored in a computer memory.

[0085] It should be understood that various parts of the present invention can be implemented by hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, any one or a combination of the following techniques well known in the art can be used: discrete logic circuits having logic gate circuits for implementing logical functions on data signals, application specific integrated circuits having appropriate combinational logic gate circuits, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), and the like.

[0086] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0087] In the description of the present invention, it should be understood that the orientation or positional relationships indicated by the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. are based on the orientation or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation on the present invention.

[0088] In addition, the terms "first" and "second" are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In the description of the present invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise specifically and clearly defined.

[0089] In the present invention, unless otherwise clearly specified and defined, the terms "mounted", "connected", "coupled", "fixed", etc. should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the internal communication of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0090] In the present invention, unless otherwise clearly specified and defined, the first feature being "on" or "under" the second feature may be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over" and "on top of" the second feature may be that the first feature is directly above or obliquely above the second feature, or merely indicates that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "underneath" the second feature may be that the first feature is directly below or obliquely below the second feature, or merely indicates that the first feature has a lower horizontal height than the second feature.

[0091] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as a limitation on the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.

Claims

1. A vehicle control method, characterized in that: The method comprises: When the first shaft of the vehicle slips and torque transfer is triggered, torque is transferred to the first shaft and the second shaft of the vehicle respectively according to the acceleration difference of the first shaft, wherein the acceleration difference of the first shaft is the difference between the acceleration of the first shaft and the acceleration of the whole vehicle, and the second shaft is a non-slip shaft.

2. The vehicle control method according to claim 1, characterized in that: The judgment conditions for triggering torque transfer of the first shaft include: The inter-axle slip ratio of the first axle of the vehicle is greater than a first slip ratio threshold, and the first axle or the second axle triggers TCS control; or, the inter-axle slip ratio of the first axle is greater than a second slip ratio threshold, and neither the first axle nor the second axle triggers TCS control; wherein the first slip ratio threshold is less than the second slip ratio threshold.

3. The vehicle control method according to claim 1, characterized in that: The step of transferring torque to the first shaft and the second shaft of the vehicle respectively according to the acceleration difference of the first shaft comprises: determining a target transfer torque according to the acceleration difference of the first axis; Torque is transferred to a first shaft and a second shaft of the vehicle respectively based on the target transfer torque.

4. The vehicle control method according to claim 3, characterized in that: The target transfer torque is the product of the vehicle mass, the vehicle rolling radius and the absolute value of the acceleration difference of the first axis.

5. The vehicle control method according to claim 3, characterized in that: The step of respectively transferring torque to the first shaft and the second shaft of the vehicle based on the target transfer torque comprises: taking the difference between the required torque of the first shaft and the target transfer torque as a first control torque, and performing torque control on the first shaft according to the first control torque; taking the sum of the required torque of the second shaft and the target transfer torque as a second control torque, and performing torque control on the second shaft according to the second control torque; The required torque of the first shaft and the required torque of the second shaft are determined according to the throttle depth of the vehicle.

6. The vehicle control method according to claim 5, characterized in that: The step of transferring torque to the first shaft and the second shaft of the vehicle respectively based on the target transfer torque further includes: Before using the difference between the required torque of the first shaft and the target transfer torque as the first control torque, determining that the difference between the required torque of the first shaft and the target transfer torque is greater than a minimum allowable torque of the first shaft; If the difference between the required torque of the first shaft and the target transfer torque is less than or equal to the minimum allowable torque of the first shaft, the minimum allowable torque of the first shaft is used as the first control torque.

7. The vehicle control method according to claim 6, characterized in that: The step of transferring torque to the first shaft and the second shaft of the vehicle respectively based on the target transfer torque further includes: Before taking the sum of the required torque of the second shaft and the target transfer torque as the second control torque, determining that the sum of the required torque of the second shaft and the target transfer torque is less than the maximum allowable torque of the second shaft; If the sum of the required torque of the second shaft and the target transfer torque is greater than or equal to the maximum allowable torque of the second shaft, the maximum allowable torque of the second shaft is used as the second control torque.

8. The vehicle control method according to claim 7, characterized in that: The minimum permissible torque of the first shaft is the product of the minimum limit torque of the first shaft and the speed ratio of the vehicle, and the maximum permissible torque of the second shaft is the product of the maximum limit torque of the second shaft and the speed ratio.

9. The vehicle control method according to claim 5, characterized in that: The performing torque control on the first shaft according to the first control torque includes: Determining a first stepping torque according to the current torque of the first shaft and the acceleration difference of the first shaft, wherein the acceleration difference of the first shaft is the difference between the acceleration of the first shaft and the acceleration of the whole vehicle; The first shaft is torque-unloaded based on the first step torque until the inter-shaft slip ratio of the first shaft decreases to a third slip ratio threshold or the requested torque of the first shaft reaches the first control torque, wherein the third slip ratio is less than the first slip ratio threshold.

10. The vehicle control method according to claim 9, characterized in that: The performing torque control on the second shaft according to the second control torque includes: determining a second step torque according to a current torque of the second shaft and an acceleration difference of the first shaft; The second shaft is torque loaded based on the second step torque until the inter-shaft slip ratio of the first shaft is reduced to the third slip ratio threshold or the requested torque of the second shaft reaches the second control torque.

11. The vehicle control method according to claim 9, characterized in that: The performing torque control on the second shaft according to the second control torque includes: The second shaft is torque loaded according to a preset loading slope until the inter-shaft slip ratio of the first shaft is reduced to the third slip ratio threshold, or the requested torque of the second shaft reaches the second control torque.

12. The vehicle control method according to claim 10 or 11, characterized in that: The method further comprises: If the requested torque of the first shaft is reduced to the first control torque, or if the inter-shaft slip ratio of the first shaft is still greater than the third slip ratio threshold after the requested torque of the second shaft is loaded to the second control torque, then increasing the target transfer torque; Each time the target transfer torque is increased, torque is transferred to the first shaft and the second shaft of the vehicle based on the increased target transfer torque.

13. The vehicle control method according to claim 12, characterized in that: The increasing the target transfer torque comprises: The target transfer torque is increased according to a target step size until the target transfer torque increases to a required torque of the first shaft, wherein the target step size is positively correlated with an inter-shaft slip ratio of the first shaft.

14. The vehicle control method according to claim 12, characterized in that: The method further comprises: When the requested torque of the first shaft is reduced to 0 and lasts for a preset time, if the inter-shaft slip ratio of the first shaft is greater than a fourth slip ratio threshold, the torque control of the first shaft and the second shaft is restored to the state before the torque transfer.

15. The vehicle control method according to claim 14, characterized in that: After restoring the torque control of the first shaft and the second shaft to the state before the torque transfer, the method further includes: If the first shaft is still slipping and the torque transfer is triggered, the step of transferring the torque to the first shaft and the second shaft of the vehicle respectively according to the acceleration difference of the first shaft is executed until the inter-axle slip rate of the first shaft is less than the third slip rate threshold, or the step of transferring the torque to the first shaft and the second shaft of the vehicle respectively according to the acceleration difference of the first shaft is executed a preset number of times.

16. The vehicle control method according to claim 1, characterized in that: The acceleration of the first axis is determined according to the axis speed of the first axis.

17. The vehicle control method according to claim 2, characterized in that: The inter-axle slip ratio of the first shaft is an absolute value of the difference between the shaft speed of the first shaft and the minimum wheel speed of the second shaft.

18. The vehicle control method according to claim 2, characterized in that: The inter-axle slip ratio of the first shaft is a ratio between an absolute value of a difference between an axis speed of the first shaft and a minimum wheel speed of the second shaft and the axis speed of the first shaft.

19. The vehicle control method according to any one of claims 16 to 18, characterized in that: The shaft speed of the first shaft is the average of the wheel speeds of the two wheels of the first shaft.

20. The vehicle control method according to claim 2, characterized in that: The judgment condition for triggering torque transfer of the first shaft also includes: The vehicle speed is less than a first vehicle speed threshold; and / or The throttle depth of the vehicle is greater than a first depth threshold.

21. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle control method according to any one of claims 1 to 20 is implemented.

22. A controller, characterized in that: include: at least one processor; A memory storing at least one program, wherein when at least one of the programs is executed by at least one of the processors, a vehicle control method as described in any one of claims 1 to 20 is implemented.

23. A vehicle, characterized in that: include: A controller as claimed in claim 22.

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