Power control method and controller for vehicle

Abstract

The embodiment of the invention relates to the technical field of vehicle control, and discloses a vehicle power control method and a controller, and the method comprises the steps that the controller of the vehicle can control the vehicle to enter a double-shaft driving state when the vehicle is in a single-shaft driving state and the current power in the single-shaft driving state cannot meet the driving requirement of the vehicle. The controller can also dynamically distribute the power of the vehicle based on the current power of the vehicle, the required power and a preset instantaneous power distribution mode, so that the vehicle operates in a double-shaft driving state based on the dynamically distributed power. By applying the technical scheme, the flexibility of power control of the vehicle can be improved, the efficient operation effect of the vehicle under various working conditions is guaranteed, and the user experience is improved.

Description

Technical Field

[0001] The embodiments of the present invention relate to the technical field of vehicle control, and particularly to a power control method and a controller for a vehicle. Background Art

[0002] With the improvement of vehicle popularity rate and the acceleration of urbanization process, vehicles have become an important means of transportation for people to travel. In a vehicle, there are usually a single-axis drive state with lower power and a dual-axis drive state with higher power.

[0003] Currently, the single-axis drive state and the dual-axis drive state of a vehicle are usually bound to vehicle modes such as the economy mode, comfort mode, and sport mode of the vehicle. That is, the vehicle can determine the number of drive shafts that need to be started correspondingly according to the mode enabled by the user.

[0004] However, in the actual use process of the user, controlling the number of drive shafts of the vehicle according to the mode started by the user has the problem of poor flexibility in power control of the vehicle. Summary of the Invention

[0005] In view of the above problems, the embodiments of the present invention provide a power control method for a vehicle, which is used to solve the problem of poor flexibility in power control of the vehicle existing in the prior art.

[0006] According to one aspect of the embodiments of the present invention, there is provided a power control method for a vehicle, the method including:

[0007] When the vehicle is in the single-axis drive state, if it is determined that the current power in the single-axis drive state cannot meet the driving requirements of the vehicle, then control the vehicle to enter the dual-axis drive state; wherein, the current power represents the power provided by the drive shaft of the vehicle in the single-axis drive state; the driving requirements represent the state that the user expects to reach after controlling the vehicle;

[0008] Based on the current power of the vehicle, the driving requirements and a preset instantaneous power distribution method, dynamically distribute the power of the vehicle, so that the vehicle operates in the dual-axis drive state based on the dynamically distributed power.

[0009] According to another aspect of the embodiments of the present invention, there is provided a power control device for a vehicle, including:

[0010] A switching module, configured to, when the vehicle is in the single-axis drive state, if it is determined that the current power in the single-axis drive state cannot meet the driving requirements of the vehicle, then control the vehicle to enter the dual-axis drive state; wherein, the current power represents the power provided by the drive shaft of the vehicle in the single-axis drive state; the driving requirements represent the state that the user expects to reach after controlling the vehicle;

[0011] An execution module, configured to dynamically allocate the power of the vehicle based on the current power of the vehicle, the driving demand, and a preset instantaneous power distribution method, so that the vehicle operates in the dual-axis drive state based on the dynamically allocated power.

[0012] According to another aspect of the embodiments of the present invention, a controller is provided, including:

[0013] A processor, a memory, a communication interface, and a communication bus, and the processor, the memory, and the communication interface complete communication with each other through the communication bus;

[0014] The memory is used to store at least one executable instruction, and the executable instruction causes the processor to execute the operations of the above method.

[0015] According to still another aspect of the embodiments of the present invention, a computer-readable storage medium is provided, in which at least one executable instruction is stored, and the executable instruction causes the controller to execute the above method.

[0016] In the embodiments of the present invention, by evaluating in real time the current power of the vehicle in the single-axis drive state and the driving demand of the vehicle, it is determined whether the vehicle needs to switch to the dual-axis drive state; and when it is determined that the vehicle needs to switch to the dual-axis drive state, according to the current power of the vehicle, the required power, and a preset instantaneous power distribution method, dynamic power distribution is realized; and by means of controlling the vehicle to operate in the dual-axis drive state after the dynamic power distribution is completed, the effect of ensuring the efficient operation of the vehicle under various working conditions can be achieved, the user experience is improved, the high energy consumption problem of long-term opening of the dual-axis drive state is avoided, and the energy consumption of the vehicle is reduced.

[0017] The above description is only an overview of the technical solutions of the embodiments of the present invention. In order to be able to understand the technical means of the embodiments of the present invention more clearly, it can be implemented according to the content of the description. And in order to make the above and other purposes, features, and advantages of the embodiments of the present invention more obvious and understandable, the following specifically describes the embodiments of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings are only used to illustrate the embodiments and are not considered to be a limitation of the present invention. And throughout the drawings, the same reference numerals are used to represent the same components. In the drawings:

[0019] Figure 1 The flowchart of the first embodiment of the vehicle power control method provided by the present invention is shown;

[0020] Figure 2 The flowchart of the second embodiment of the vehicle power control method provided by the present invention is shown;

[0021] Figure 3 The flowchart of the third embodiment of the vehicle power control method provided by the present invention is shown;

[0022] Figure 4 The flowchart of the fourth embodiment of the vehicle power control method provided by the present invention is shown;

[0023] Figure 5 The structural schematic diagram of the embodiment of the vehicle power control device of the present invention is shown;

[0024] Figure 6 The structural schematic diagram of the embodiment of the controller of the present invention is shown. Detailed implementation manners

[0025] The exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein.

[0026] Figure 1 The flowchart of the first embodiment of the vehicle power control method provided by the present invention is shown, and this method is executed by the controller of the vehicle. As Figure 1 shown, this method includes the following steps:

[0027] Step 110: When the vehicle is in a single-axis drive state, if it is determined that the current power in the single-axis drive state cannot meet the driving requirements of the vehicle, control the vehicle to enter a two-axis drive state; wherein, the current power represents the power provided by the drive shaft when the vehicle is in the single-axis drive state; the driving requirements represent the state that the user expects to reach after controlling the vehicle.

[0028] Exemplarily, when the vehicle is running in a single-axis drive mode, the controller of the vehicle continuously obtains the power output of the drive shaft at the current moment to obtain the current power. The controller of the vehicle continuously evaluates whether the current power can meet the driving requirements of the vehicle.

[0029] When it is determined that the current power in the single-axis drive state cannot meet the driving requirements of the vehicle, the controller triggers a switch to the two-axis drive mode.

[0030] In one example, the current power refers to the power value that the drive shaft can actually provide under the current working conditions. This current power can usually be calculated by collecting data such as the rotational speed and torque of the motor through sensors.

[0031] In one instance, the driving requirements of the vehicle can be the demand information calculated comprehensively according to the driver's operation inputs such as throttle opening, vehicle speed, and acceleration, as well as the environmental conditions of the vehicle such as slope and road adhesion.

[0032] In one example, the controller can output a judgment result on whether the driving requirements of the vehicle are met through a preset judgment model. Optionally, the judgment model can include preset judgment conditions. Alternatively, the judgment model can include a deep learning model.

[0033] In one example, the driving requirements can be determined according to a preset scenario.

[0034] In one implementation, in a scenario of insufficient power, the driving requirement of the vehicle can be to reach the required power of the vehicle. The required power can be the power that the vehicle needs to reach calculated based on information such as the throttle opening of the user. The controller of the vehicle can calculate the difference between the current power and the required power. The controller of the vehicle can determine whether the vehicle can reach the required power by increasing the power of the drive axle in the single-axle drive state by comparing the difference with a preset power threshold, so as to determine whether the driving requirements of the vehicle can be met.

[0035] For example, if the difference is less than or equal to the preset threshold, it can be determined that in the single-axle drive state, the required power can be reached by increasing the power of the drive axle, and it can be determined that the current power in the single-axle drive state can meet the driving requirements of the vehicle.

[0036] Another example, if the difference is greater than the preset threshold, it can be determined that in the single-axle drive mode, even if the first drive axle reaches the maximum power, the required power cannot be met. That is, it can be determined that the current power in the single-axle drive state cannot meet the driving requirements of the vehicle.

[0037] In another implementation, in a scenario of low adhesion and wheel spin, the driving requirement of the vehicle can be to reach the required power of the vehicle, or to reach the maximum power of the two drive axles in the dual-axle drive.

[0038] In yet another implementation, in a scenario of abnormal turning, the driving requirement of the vehicle can be that the steering ability of the vehicle reaches the requirement. The steering ability can be determined according to information such as the steering wheel angle of the vehicle, and is used to indicate whether the vehicle's steering reaches the angle required by the user. If the steering ability is insufficient, it indicates that there is abnormal turning. At this time, it may be oversteering or understeering. If the steering ability is sufficient, it indicates that the turning is normal.

[0039] Step 120: Dynamically allocate the power of the vehicle based on the current power, driving requirements of the vehicle, and a preset instantaneous power distribution method, so that the vehicle operates in a dual-axle drive state based on the dynamically allocated power.

[0040] Exemplarily, after the vehicle enters the dual-axis drive state, the vehicle's controller determines the power to be distributed based on the driving demand and the current power. Also, the controller determines the distribution strategy for the power to be distributed according to the driving demand, so as to intelligently distribute the power to be distributed to ensure the efficient operation of the vehicle in the dual-axis drive state.

[0041] In one example, for different working conditions, the vehicle's controller can select different distribution strategies to achieve the intelligent distribution of this power.

[0042] Exemplarily, the drive shaft in the single-axis drive state can be denoted as the first drive shaft, and the newly added drive shaft after switching to the dual-axis drive state can be denoted as the second drive shaft.

[0043] For example, in the case of insufficient power, the controller can first distribute the power to be distributed to the first drive shaft, and then distribute the remaining power to be distributed to the second drive shaft.

[0044] Also, for example, in the case of low adhesion and slipping, the controller can determine the power to be distributed based on the reduced power of the first drive shaft and the required power of the user, and then distribute the power to be distributed to the second drive shaft in multiple times according to a preset first distribution ratio. In this multiple distribution process, the first distribution ratio for each time can be different.

[0045] Also, for example, in the case of abnormal steering, the controller can use the power of the first drive shaft as the power to be distributed, and transfer the power of the first drive shaft to the second drive shaft in multiple times according to a preset second distribution ratio. In this multiple distribution process, the second distribution ratio for each time can be the same.

[0046] In the present invention, by means of real-time evaluating the current power of the drive shaft in the single-axis drive state of the vehicle and the required power calculated according to the user's demand, automatically switching to the dual-axis drive state when the power is insufficient, and intelligently distributing the power according to the difference between the current power and the required power, the effect of ensuring the efficient operation of the vehicle under various working conditions is achieved, the user experience is improved, the high energy consumption problem of long-term opening of the dual-axis drive state is avoided, and the energy consumption of the vehicle is reduced.

[0047] Figure 2 The flowchart of the second embodiment of the vehicle power control method provided by the present invention is shown, and this method is executed by the controller. In Figure 1 Based on the shown embodiment, as Figure 2 shown, the specific process of the controller dynamically distributing the power of the vehicle based on the current power, required power and preset instantaneous power distribution method in step 102 may include the following steps:

[0048] Exemplarily, the vehicle includes a first drive shaft and a second drive shaft. Among them, the first drive shaft is the drive shaft in the single-axis drive state. In the two-axis drive state, the drive shaft can include the first drive shaft and the second drive shaft. Among them, the second drive shaft is the newly added drive shaft after switching to the two-axis drive state.

[0049] In one example, the first drive shaft can be the front axle or the rear axle. The second drive shaft can be another drive shaft other than the first drive shaft.

[0050] Step 210: Obtain the vehicle information of the vehicle; and identify the preset scenario in which the vehicle is located according to the vehicle information.

[0051] Exemplarily, the controller of the vehicle can obtain the vehicle information of the vehicle through the controller and sensors provided on the vehicle.

[0052] In one example, the vehicle information can include the information from inside the vehicle obtained through sensors, and the information outside the vehicle obtained through the devices provided on the vehicle.

[0053] For example, the vehicle information includes, but is not limited to, the internal information of the vehicle such as vehicle speed, throttle opening, acceleration, engine speed, brake state, vehicle load, etc.

[0054] For another example, the vehicle information includes information such as the current road slope, road surface adhesion, weather, and temperature of the environment where the vehicle is located.

[0055] In one example, the vehicle information reflects the current driving situation of the vehicle.

[0056] Exemplarily, the controller can comprehensively use this information, and through preset algorithms and logical judgments, identify the preset scenario in which the vehicle is currently located.

[0057] In one example, the preset scenario can include power shortage, low adhesion skidding, abnormal turning, etc.

[0058] In one example, when the vehicle is in the preset scenario, the controller can further determine whether the vehicle needs to switch to the two-axis drive state.

[0059] Step 220: Determine the power to be allocated according to the preset scenario, vehicle information, and the current power of the first drive shaft.

[0060] Exemplarily, the power to be allocated can be the power base waiting to be allocated. The power to be allocated can be calculated and determined according to different allocation strategies. The allocation strategy can be determined according to the preset scenario.

[0061] In one example, when the power is insufficient, the vehicle controller can determine the power to be allocated by obtaining the user's required power and the current power, and calculating the difference between the required power and the current power.

[0062] The power to be allocated is used to indicate the power that still needs to be allocated on the basis of the current power already used by the first drive shaft to meet the user's required power.

[0063] This power can be allocated to the first drive shaft and the second drive shaft.

[0064] In another example, when there is low-traction skidding, the vehicle controller can determine the power to be allocated based on the maximum power drop of the first drive shaft and the user's required power.

[0065] The power to be allocated is used to indicate the power that the vehicle needs to reach when meeting the user's requirements. However, in the scenario of low-traction skidding, the controller gives priority to meeting the vehicle control requirements of non-skidding.

[0066] The power to be allocated can be dynamically allocated according to the maximum power of the first drive shaft and the second drive shaft.

[0067] In yet another example, when there is understeer, the vehicle controller can use the power of the first drive shaft as the power to be allocated. The controller can transfer this power to be allocated to the second drive shaft.

[0068] In one example, the controller can use a preset calculation model to calculate the maximum power, required power, and current power of the first drive shaft based on the vehicle information.

[0069] In another example, the controller can use a preset mapping table to determine the maximum power, required power, and current power of the first drive shaft based on the vehicle information.

[0070] Step 230: Allocate power to the first drive shaft and / or the second drive shaft according to the preset instantaneous power allocation method corresponding to the preset scenario and the power to be allocated.

[0071] Exemplarily, the controller can determine the corresponding instantaneous power allocation method according to the preset scenario. Based on this instantaneous power allocation method, the controller can intelligently allocate the power to be allocated to the first drive shaft and the second drive shaft, so as to ensure that the power of the whole vehicle can meet the required power.

[0072] In one example, this instantaneous power allocation method is used to allocate the power to be allocated when switching from the single-axis drive state to the double-axis drive state.

[0073] In one example, when the vehicle enters the dual-axis drive state for a certain period of time, the power distribution method of the vehicle will switch from the instantaneous power distribution method to the power distribution method preset for the dual-axis drive state.

[0074] In the present invention, by determining the power to be distributed according to the current power and the required power of the vehicle, and distributing the power to the first drive shaft and the second drive shaft according to the power distribution strategy corresponding to the preset scenario, the intelligent adjustment of the vehicle power distribution is realized, and the effect that the power of the whole vehicle meets the user's needs is ensured.

[0075] In one example, if the vehicle is in a power shortage scenario, the specific process of the controller distributing the power to the first drive shaft and the second drive shaft according to the preset instantaneous power distribution method and the power to be distributed corresponding to the preset scenario may include:

[0076] Step 231: Distribute power to the first drive shaft until the first drive shaft reaches the maximum power of the first drive shaft. The maximum power of the first drive shaft is calculated according to the vehicle information.

[0077] Exemplarily, the controller of the vehicle can first calculate the maximum power of the first drive shaft according to the vehicle information of the vehicle.

[0078] In one example, the controller of the vehicle can calculate the maximum torque of the first drive shaft according to information such as the maximum torque of the engine, the transmission ratio, the final drive ratio, the mechanical efficiency, and the tire radius in the vehicle information.

[0079] Exemplarily, the controller of the vehicle can distribute the power to be distributed to the first drive shaft so that the power of the first drive shaft reaches the maximum power of the first drive shaft.

[0080] Step 232: Determine the remaining power according to the power to be distributed, the maximum power of the first drive shaft, and the current power of the first drive shaft. Distribute the remaining power to the second drive shaft.

[0081] Exemplarily, the controller can determine the power distributed to the first drive shaft according to the maximum power of the first drive shaft and the current power of the first drive shaft.

[0082] The controller can also determine the remaining power according to the difference between the power to be distributed and the power distributed to the first drive shaft.

[0083] The controller can distribute all the remaining power to the second drive shaft.

[0084] In one example, in the vehicle, the required power that the user can input is usually less than the power that the vehicle can provide in the dual-axis drive mode. Therefore, distributing all the remaining power to be distributed to the second drive shaft will not exceed the maximum power of the second drive shaft.

[0085] In the present invention, in the scenario of insufficient power, by intelligently allocating the power to be allocated, the maximum power of the first drive shaft is achieved, and the second drive shaft can cooperate with the first drive shaft to meet the required power of the user, realizing the efficiency and precision of power distribution, ensuring that while the vehicle meets the user's needs, the dual-axis drive capacity is maximally utilized, and the overall performance of the vehicle is improved.

[0086] In one example, if the vehicle is in a low-adhesion skidding scenario, the specific process of the controller in step 230 allocating power to the second drive shaft according to the preset instantaneous power distribution method and the power to be allocated corresponding to the preset scenario may include:

[0087] Step 233: Allocate the power to be allocated to the second drive shaft in multiple times according to the first preset ratio sequence until the second drive shaft reaches the maximum power or the power to be allocated is completely allocated; wherein, the first preset ratio sequence includes a plurality of first preset ratios arranged in sequence.

[0088] Exemplarily, in the case of vehicle skidding, in order to ensure that the first drive shaft does not skid, the vehicle usually reduces the power of the first drive shaft to the maximum power of the first drive shaft at the first moment. Therefore, at the first moment of switching to dual-axis drive, the power to be allocated is allocated to the second drive shaft so that the second drive shaft can provide power for the vehicle together with the first drive shaft, improving the overall power of the vehicle.

[0089] In one example, the controller can allocate the power to be allocated to the second drive shaft in multiple times. This multiple-allocation method can avoid allocating all the power to be allocated to the second drive shaft at one time, resulting in the power of the second drive shaft exceeding its maximum power and then skidding.

[0090] In one example, during the multiple-allocation process of the power to be allocated, the amount of each allocation can be determined according to the first preset ratio sequence.

[0091] In one example, the first preset ratio sequence is a preset data structure that contains a plurality of first preset ratios arranged in sequence, and these first preset ratios are used to guide how to gradually allocate the power to be allocated to the second drive shaft.

[0092] In one example, each allocation ratio represents the proportion of the power that the second drive shaft should receive in one power allocation.

[0093] For example, the first preset ratio sequence can be 50%, 35%, 15%.

[0094] In one example, the multiple first preset ratios in the first preset ratio sequence should ensure a sequential decrease.

[0095] In one example, the sum of all the allocation ratios in the allocation ratio list is 1.

[0096] In the present invention, by distributing the power to be allocated to the second drive shaft in multiple times according to a preset ratio, the efficiency of the power received by the second drive shaft is improved, and the situation that the second drive shaft slips due to excessive power allocated at one time, resulting in vehicle instability, is avoided. The effectiveness of vehicle power use is improved, and the stability of the vehicle is improved.

[0097] In one example, in a low-adhesion skidding scenario, the power to be allocated can be determined according to the maximum power of the first drive shaft after being adjusted downwards and the required power of the user.

[0098] In one example, when the controller detects that the vehicle has low-adhesion skidding, the controller can control the first drive shaft to adjust its power down to the maximum power of the first drive shaft. The controller can determine the power to be allocated according to the difference between the power of the first drive shaft before being adjusted downwards and the maximum power after being adjusted downwards.

[0099] In one example, the power of the first drive shaft before being adjusted downwards can be determined according to the required power of the user at that moment.

[0100] In one example, after the controller determines the power to be allocated according to the power of the first drive shaft before being adjusted downwards and the power after being adjusted downwards, the controller can adjust the power to be allocated according to the required power obtained in real time, so that the power to be allocated is more real-time.

[0101] In one example, in the case of vehicle skidding, the maximum power of the first drive shaft of the vehicle can calculate the theoretical maximum driving force of the first drive shaft according to information such as the road surface adhesion coefficient and the vertical load of the driving wheel in the vehicle information, and combine transmission system parameters such as the transmission ratio, the main reduction ratio, and the mechanical efficiency in the vehicle information and the tire radius to calculate the maximum torque of the first drive shaft, so as to obtain the maximum power of the drive shaft.

[0102] In one example, the specific process of the controller in step 233 of distributing the power to be allocated to the second drive shaft in multiple times according to the first preset ratio sequence may include:

[0103] Step 2331: Determine the first preset ratio for the current allocation according to the first preset ratio sequence.

[0104] Exemplarily, the controller can traverse the allocation ratio list and obtain the current allocation ratio from the allocation ratio list.

[0105] In one example, when the controller completes one execution of steps 2331 to 2333, when the controller executes step 2331 again, the controller can obtain the next first preset ratio.

[0106] Step 2332: Determine the current allocated power according to the product of the first preset ratio and the power to be allocated.

[0107] Exemplarily, the controller may determine the current allocated power according to the product of the current allocation ratio and the power to be allocated.

[0108] Step 2333: Allocate the current allocated power to the second drive shaft, and update the current power and the maximum power of the second drive shaft.

[0109] Exemplarily, the controller may allocate the current allocated power to the second drive shaft.

[0110] After allocating the current allocated power to the second drive shaft, the controller may calculate the maximum power of the second drive shaft.

[0111] The controller may compare the current power of the second drive shaft with the maximum power. If the current power of the second drive shaft is already greater than or equal to the maximum power, the controller may end the allocation of the power to be allocated. If the maximum power is reached, it means that the second drive shaft cannot be allocated more power, otherwise it is easy to cause the second drive shaft to slip.

[0112] In one example, if the traversal of the first preset ratio sequence has not been completed, the controller may abandon the unused first preset ratios subsequently.

[0113] For example, the first preset ratio sequence may be 50%, 35%, 15%. If after the allocation of the power of 35% for the second time, the power of the second drive shaft is greater than or equal to the maximum power, the controller may abandon the last allocation of 15%.

[0114] In one example, if the current power of the second drive shaft is already greater than the maximum power, the controller may lower the power of the second drive shaft to the maximum power. The controller may add the difference between the current power and the maximum power to the power to be allocated.

[0115] In one example, if the traversal of the allocation ratio list is completed, it means that the power to be allocated has been allocated, and the loop of the above steps 2331 to 2333 is ended.

[0116] In the present invention, the power to be allocated is allocated to the second drive shaft in multiple times through the first preset ratio sequence, so as to ensure the stability of the second drive shaft during the process of allocating power to the second drive shaft, avoid the problem of slipping of the second drive shaft, improve the accuracy of power allocation, and improve the safety and stability of the vehicle.

[0117] In one example, after allocating all the power to be allocated to the second drive shaft, the controller can continuously monitor the maximum power of the first drive shaft, generate new power to be allocated according to the actual situation, and allocate the new power to be allocated. This process may include:

[0118] Step 2334: If the power of the first drive shaft is reduced, the controller can use the reduced power as the new power to be allocated. The controller can allocate the new power to be allocated to the second drive shaft according to the first preset ratio sequence until the power of the second drive shaft reaches the maximum power or until all the power to be allocated is allocated to the second drive shaft.

[0119] In another example, after allocating all the power to be allocated to the second drive shaft, the controller can continuously monitor the maximum power of the second drive shaft, generate new power to be allocated according to the actual situation, and allocate the new power to be allocated. This process may include:

[0120] Step 2335: If the maximum power of the second drive shaft decreases, the controller can compare the current power of the second drive shaft with the maximum power of the second drive shaft. If the maximum power of the second drive shaft is greater than or equal to the current power, the controller will not generate new power to be allocated. If the maximum power of the second drive shaft is less than the current power, the controller reduces the power of the second drive shaft and determines the newly generated power to be allocated according to the difference between the maximum power and the current power.

[0121] Step 2336: The controller can based on the current power and the maximum power of the first drive shaft. If the current power of the first drive shaft is less than the maximum power, the controller can allocate the power to be allocated to the first drive shaft in multiple times according to the first preset ratio sequence until the power of the first drive shaft reaches its maximum power or the power to be allocated is completely allocated. If the current power of the first drive shaft is greater than or equal to the maximum power, the controller can increase the power to be allocated according to the difference between the maximum power and the current power.

[0122] In yet another example, if the allocation stops after the second drive shaft reaches the maximum power, there will usually still be unallocated power to be allocated. Then the controller can adjust the power to be allocated by detecting the maximum power of the first drive shaft and the second drive shaft in real time. This process includes:

[0123] Step 2337: Obtain the current power and the maximum power of the first drive shaft, and the current power and the maximum power of the second drive shaft in real time.

[0124] Step 2338: If the maximum power of the first drive shaft is greater than the current power of the first drive shaft, then according to the first preset ratio sequence, the power to be allocated is allocated to the first drive shaft in multiple times until the first drive shaft reaches the maximum power. And, if the maximum power of the second drive shaft is greater than the current power of the second drive shaft, then according to the first preset ratio sequence, the power to be allocated is allocated to the second drive shaft in multiple times until the second drive shaft reaches the maximum power.

[0125] In one example, when the maximum power of the first drive shaft is greater than the current power of the first drive shaft and the maximum power of the second drive shaft is greater than the current power of the second drive shaft, the power distribution of the first drive shaft and the second drive shaft can be carried out simultaneously, or first allocated to the first drive shaft and then to the second drive shaft, or first allocated to the second drive shaft and then to the first drive shaft.

[0126] Step 2339: If the maximum power of the first drive shaft is less than or equal to the current power of the first drive shaft, then the power reduced by the first drive shaft is added to the power to be allocated. And, if the power less than or equal to of the second drive shaft is greater than the current power of the second drive shaft, then the power reduced by the second drive shaft is added to the power to be allocated.

[0127] In one example, there may also be a situation where the maximum power of the first drive shaft is greater than the current power of the first drive shaft and the power less than or equal to of the second drive shaft is greater than the current power of the second drive shaft. Or, there may also be a situation where the maximum power of the first drive shaft is less than or equal to the current power of the first drive shaft and the maximum power of the second drive shaft is greater than the current power of the second drive shaft.

[0128] In one example, if the vehicle is in an abnormal steering scenario, the specific process of allocating power to the second drive shaft according to the preset instantaneous power distribution method corresponding to the preset scenario and the power to be allocated in step 230 may include:

[0129] Step 234: According to the second preset ratio and the power to be allocated, transfer the power of the first drive shaft to the second drive shaft until the vehicle steers normally, or the cause of the abnormal vehicle steering changes. Among them, the cause of the abnormal steering is understeering or oversteering; normal steering means that the vehicle neither understeers nor oversteers.

[0130] Exemplarily, since during abnormal steering, it is necessary to transfer power from the first drive shaft to the second drive shaft to correct the power during the vehicle steering process. During this process, in order to avoid transferring too much power at one time, the power of the first drive shaft can be transferred to the second drive shaft in multiple times according to the second preset ratio and the power to be allocated. Among them, the power to be allocated can be determined according to the current power of the first drive shaft before the start of the allocation.

[0131] During this distribution process, the controller can make a judgment each time after completing the distribution of the power to be distributed, to determine whether the vehicle has returned to normal steering, or whether the reason for abnormal steering has changed. If the vehicle has returned to normal steering, or if the reason for abnormal steering has changed, the controller can end the distribution of the power to be distributed for this time.

[0132] For example, if it was oversteering originally and becomes understeering after power distribution, the controller can end the power transfer based on the power to be distributed for this time.

[0133] In one example, after completing the current power adjustment, since the vehicle has entered the dual-axis drive mode, the controller will continue to control the vehicle to adjust the power for the under-rotation situation based on the power transfer method of the dual-axis drive mode.

[0134] In one example, the specific process by which the controller distributes the power to be distributed to the second drive shaft in multiple times according to the second preset ratio may include:

[0135] Step 2341: Determine the power for single-time distribution according to the product of the second preset ratio and the power to be distributed.

[0136] Exemplarily, the controller can determine the power for single-time distribution according to the product of the second preset ratio and the power to be distributed. This power for single-time distribution is the power for each adjustment.

[0137] In one example, the power to be distributed can be the power of the first drive shaft before adjustment. Alternatively, the power to be distributed can be the required power of the user.

[0138] Step 2342: Reduce the power of the first drive shaft according to the power for single-time distribution.

[0139] Exemplarily, the controller can reduce the power of the first drive shaft according to this power for single-time distribution, so that this power for single-time distribution is distributed to the second drive shaft, so that the overall power of the vehicle meets the required power of the user.

[0140] Step 2343: Distribute the power for single-time distribution to the second drive shaft.

[0141] Exemplarily, the controller can distribute this power for single-time distribution to the second drive shaft, so that after the power of the first drive shaft is reduced, the overall power of the vehicle can meet the required power of the user.

[0142] In one example, the executions of step 2342 and step 2343 can be carried out simultaneously.

[0143] Step 2344: Update the steering information of the vehicle; the steering information indicates that the vehicle is steering normally or abnormally.

[0144] Exemplarily, after the controller completes the adjustment of the power of the first drive shaft and the second drive shaft, it can re-determine the steering information of the vehicle. The steering information is used to indicate whether there is an abnormal steering of the vehicle.

[0145] In one example, if the controller determines that the vehicle is steering normally, the controller can end the current power distribution.

[0146] In one example, if the vehicle still has abnormal steering, the controller can further determine the type of the abnormal steering. The type can be understeering or oversteering.

[0147] In one example, if the type of the abnormal steering of the vehicle has not changed, the controller can continue to perform the next power transfer according to the single-time distributed power. The next power transfer is still to transfer the single-time distributed power from the first drive shaft to the second drive shaft.

[0148] In one example, if the type of the abnormal steering of the vehicle changes, the controller can end the current power transfer and perform subsequent operations according to the power transfer strategy under dual-axis drive.

[0149] In one example, when the steering wheel angle is greater than the first steering wheel threshold and the yaw rate is less than the first yaw threshold, the controller determines understeering. At this time, the first drive shaft is the front axle and the second drive shaft is the rear axle. The controller is used to transfer the power of the front axle to the rear axle.

[0150] In another example, when the steering wheel angle is less than the second steering wheel threshold and the yaw rate is greater than the second yaw threshold, the controller determines oversteering. At this time, the first drive shaft is the rear axle and the second drive shaft is the front axle. The controller is used to transfer the power of the rear axle to the front axle.

[0151] Wherein, the first steering wheel angle is greater than or equal to the second steering wheel angle. The first yaw threshold is less than or equal to the second yaw threshold. Wherein, the steering wheel angle refers to the angle by which the driver turns the steering wheel, and is usually obtained in real time through a steering wheel angle sensor. Wherein, the first steering wheel threshold is an angle value preset by the controller for determining whether the vehicle is in a state of understeering. Wherein, the yaw rate refers to the angular velocity at which the vehicle rotates around the vertical axis, and is usually obtained through a vehicle body attitude sensor. Wherein, the first yaw threshold is an angular velocity value preset by the controller for determining whether the steering response of the vehicle is insufficient.

[0152] In one example, when the controller detects that the steering wheel angle is greater than the first steering wheel threshold and the yaw rate is less than the first yaw threshold, the controller can transfer the power of the front axle to the rear axle of the vehicle in multiple steps according to a preset adjustment step. The controller can gradually increase the power of the rear axle according to the preset adjustment step, so that the steering can be gradually adjusted, avoiding excessive one-time adjustment and causing vehicle instability.

[0153] Among them, the preset adjustment step can be the amount of power transfer each time determined according to the second preset ratio and the power to be distributed. The power to be distributed refers to the current power calculated by the controller according to the current working condition and the driver's demand. Optionally, the power to be distributed is usually the current power of the front axle when switching to the two-axle drive state. This power transfer is used to help the vehicle solve the problem of understeer.

[0154] Among them, the steering wheel angle refers to the angle at which the driver turns the steering wheel, which is usually obtained in real time through a steering wheel angle sensor. Among them, the yaw rate refers to the angular velocity at which the vehicle rotates around the vertical axis, which is usually obtained through a vehicle body attitude sensor.

[0155] In another example, when the controller detects that the steering wheel angle is less than the second steering wheel threshold and the yaw rate is greater than the second yaw threshold, the controller can transfer the power of the rear axle to the front axle of the vehicle in multiple steps according to a preset adjustment step.

[0156] Among them, the preset adjustment step is the amount of power distribution set by the controller each time, which is used to gradually increase the power of the front axle, so that the steering can be gradually adjusted, avoiding excessive one-time adjustment and causing vehicle instability. The preset adjustment step can be determined according to the second preset ratio and the power to be distributed. The power to be distributed refers to the current power calculated by the controller according to the current working condition and the driver's demand. Optionally, the power to be distributed is usually the current power of the front axle when switching to the two-axle drive state. This power transfer is used to help the vehicle solve the problem of understeer.

[0157] Among them, the second steering wheel threshold is an angle value preset by the controller for judging whether the vehicle is in an oversteer state. Among them, the second yaw threshold is an angular velocity value preset by the controller for judging whether the vehicle's steering response is excessive.

[0158] In the present invention, the controller of the vehicle intelligently realizes the power transfer between the front axle and the rear axle of the vehicle according to the detected values of the steering wheel angle and the yaw rate, as well as the preset steering wheel threshold and yaw threshold, realizes the precise adjustment of the understeer or oversteer state of the vehicle, and effectively improves the handling stability and safety of the vehicle.

[0159] Figure 3The flowchart of the third embodiment of the vehicle power control method provided by the present invention is shown, and this method is executed by a controller in the vehicle. In Figure 1 and Figure 2 On the basis of the shown embodiment, as Figure 3 shown, the specific process of determining that the current power in the single-axis drive state cannot meet the driving requirements of the vehicle includes:

[0160] Step 310: Determine the driving requirements of the vehicle according to the preset scenario where the vehicle is located.

[0161] Exemplarily, after determining that it is in a preset scenario, the controller can determine the corresponding driving requirements according to this preset scenario. Among them, different preset scenarios can have different preset driving requirements.

[0162] In one example, when the preset scenario is insufficient power, the driving requirement is the required power of the vehicle. Optionally, the required power can be determined according to the mapping table of vehicle information and required power. The controller can look up the required power from the mapping table by looking up the table according to the vehicle information.

[0163] In another example, when the preset scenario is low adhesion and slipping, the driving requirement can be determined according to the maximum power of the vehicle's drive shaft under slipping conditions. Optionally, the maximum power can be determined according to the mapping table of vehicle information and maximum power. The controller can look up the maximum power from the mapping table by looking up the table according to the vehicle information.

[0164] In still another example, when the preset scenario is abnormal steering, the driving requirement is the steering ability of the vehicle. Optionally, the steering ability can be determined according to the mapping table of vehicle information and steering ability. The controller can look up the steering ability from the mapping table by looking up the table according to the vehicle information.

[0165] In one example, the mapping table can be a table generated by technicians collecting different vehicle information under different working conditions in this preset scenario. Optionally, the data in the mapping table can be obtained by technicians based on historical data statistical analysis, or can be obtained through simulation experiments.

[0166] In one example, during the process of querying the mapping table, the controller can implement the lookup of the required power through linear interpolation, finding the nearest neighbor value, or more complex algorithms to ensure the accuracy and lookup efficiency of the lookup result.

[0167] In one example, the mapping table can be a table. The table can include multiple fields. Each field can correspond to a column in the table. For example, the first column can record different preset scenarios. The second to fifth columns can record vehicle information under these scenarios. The sixth to eighth columns can record information such as the corresponding required power, maximum power, and steering ability under these scenarios.

[0168] In one example, the controller can obtain and calculate the current power of the vehicle in real time, which is usually achieved by monitoring key parameters such as the rotational speed and torque of the drive motor.

[0169] In one example, the controller identifies the current scenario of the vehicle based on the vehicle information.

[0170] Exemplarily, if the vehicle information meets the first preset condition, the scenario information of the vehicle is determined to be insufficient power. If the vehicle information meets the second preset condition, the scenario information of the vehicle is determined to be vehicle skidding. If the vehicle information meets the third preset condition, the scenario information of the vehicle is determined to be vehicle steering.

[0171] Among them, the first preset condition, the second preset condition, and the third preset condition can be set in the controller. These three preset conditions can respectively correspond to three preset scenarios of insufficient power, vehicle skidding, and vehicle turning.

[0172] The controller can sequentially determine whether the vehicle information meets the three first preset conditions, the second preset condition, and the third preset condition, so as to determine the scenario information of the vehicle.

[0173] In one implementation, the vehicle information can include pitch angle, pedal opening, and vehicle speed change rate. The first preset condition is that the pitch angle is greater than the first angle threshold, and the pedal opening is greater than the first opening threshold, and the vehicle speed change rate is less than the first vehicle speed threshold.

[0174] Among them, the pitch angle refers to the angle at which the vehicle rotates around its longitudinal axis, which reflects the relative height change between the front and rear parts of the vehicle. When the pitch angle of the vehicle is greater than the first angle threshold, it indicates that the vehicle may be going uphill or downhill.

[0175] The pedal opening refers to the degree to which the driver presses the accelerator pedal or the brake pedal, which directly affects the engine speed and the vehicle acceleration. When the pedal opening is greater than the first opening threshold, it indicates that the driver hopes the vehicle to accelerate.

[0176] The vehicle speed change rate refers to the rate of change of the vehicle speed over time, which reflects the speed of vehicle acceleration or deceleration. When the vehicle speed change rate is less than the first vehicle speed threshold, it indicates that the vehicle does not accelerate as expected.

[0177] When the pitch angle in the first preset condition is greater than the first angle threshold, the pedal opening is greater than the first opening threshold, and the vehicle speed change rate is less than the first vehicle speed threshold are all simultaneously satisfied, the controller can determine that the vehicle is in a scenario of insufficient power.

[0178] In another implementation, the vehicle information includes at least one of wheel speed, lateral acceleration, throttle opening, longitudinal acceleration, and engine torque.

[0179] The wheel speed refers to the speed at which the wheel rotates, which reflects the relative motion between the vehicle and the ground.

[0180] The lateral acceleration refers to the acceleration of the vehicle in a direction perpendicular to the driving direction, which reflects whether the vehicle is skidding.

[0181] The throttle opening, longitudinal acceleration, and engine torque respectively reflect the driver's acceleration intention, the actual acceleration effect of the vehicle, and the output power of the engine.

[0182] If the data such as wheel speed, lateral acceleration, throttle opening, longitudinal acceleration, and engine torque in the vehicle information meet the second preset condition, the controller of the vehicle can determine that the scenario information of the vehicle is vehicle skidding.

[0183] In one example, the second preset condition may include multiple situations:

[0184] For example, when the wheel speed difference between the drive shaft and the non-drive shaft is too large in a single-axle drive state, it indicates that the drive shaft may be skidding.

[0185] If the wheel speed difference between the left and right wheels of the same drive shaft is too large, it may mean that the vehicle is skidding.

[0186] If the lateral acceleration is too large, it directly indicates that the vehicle is skidding.

[0187] If the throttle opening is large but the longitudinal acceleration is small, it may mean that the power of the engine is not effectively transmitted to the wheels.

[0188] If the engine torque is large but the wheel speed change rate is small, it may also indicate that the wheels are skidding.

[0189] When any one or more of these conditions are satisfied, the controller will determine that the vehicle is in a skidding scenario.

[0190] Specifically, the second preset condition may include at least one of the following conditions:

[0191] When the vehicle is in a single-axle drive state, the wheel speed difference between the drive shaft and the non-drive shaft is greater than the first wheel speed threshold.

[0192] The wheel speed difference between the left and right wheels of the same drive shaft of the vehicle is greater than the second wheel speed threshold.

[0193] The lateral acceleration of the vehicle is greater than the lateral threshold value.

[0194] The throttle opening is greater than the second opening threshold value, and the longitudinal acceleration is less than the longitudinal threshold value.

[0195] The engine torque is greater than the torque threshold value, and the wheel speed change rate is less than the third wheel speed threshold value. The wheel speed change rate is determined according to the wheel speed.

[0196] In another implementation, the vehicle information may include the steering wheel angle and the yaw rate. The steering wheel angle refers to the angle by which the driver turns the steering wheel, which directly reflects the driver's steering intention.

[0197] The yaw rate refers to the speed at which the vehicle rotates about its vertical axis, which reflects the actual steering effect of the vehicle.

[0198] The third preset condition generally includes that the steering wheel angle is greater than the first steering wheel threshold value and the yaw rate is less than the first yaw threshold value, which means that the driver hopes the vehicle to make a large - amplitude turn, but the actual steering effect of the vehicle does not keep up, that is, understeering.

[0199] Or, the steering wheel angle is less than the second steering wheel threshold value and the yaw rate is greater than the second yaw threshold value, which means that the driver hopes the vehicle to make a small - amplitude turn, but the actual steering effect of the vehicle is too intense, that is, oversteering.

[0200] In one example, the third preset condition is that the steering wheel angle is greater than the first steering wheel threshold value and the yaw rate is less than the first yaw threshold value. Or, the steering wheel angle is less than the second steering wheel threshold value and the yaw rate is greater than the second yaw threshold value.

[0201] Wherein, the first steering wheel angle is greater than or equal to the second steering wheel angle. The first yaw threshold value is less than or equal to the second yaw threshold value.

[0202] If the data such as the steering wheel angle and the yaw rate in the vehicle information meet the third preset condition, the vehicle controller can determine that the scenario information of the vehicle is vehicle steering and there is a lack of power during the steering process.

[0203] In the present invention, by means of real - time acquisition and analysis of vehicle information such as the steering wheel angle and the yaw rate, and accurate judgment of the vehicle steering scenario and the power state during the steering process, when the driver's steering intention does not match the actual steering effect of the vehicle, it can be timely switched to the two - axle drive mode to supplement power for the vehicle, improving the handling stability and driving safety of the vehicle during the steering process.

[0204] Step 320: Determine that the current power in the single - axle drive state cannot meet the driving requirements of the vehicle according to the current power and driving requirements of the vehicle.

[0205] Exemplarily, the controller can determine whether the current power meets the driving requirements of the vehicle according to the current power and driving requirements. The judgment result can include two cases: the current power meets the driving requirements of the vehicle and the current power fails to meet the driving requirements of the vehicle.

[0206] In one example, the judgment result of whether the current power meets the driving requirements of the vehicle is based on the stable driving speed that the vehicle needs to maintain in this scenario, the additional power required to cope with the road gradient, and the comprehensive evaluation result considering the road adhesion and external environmental conditions.

[0207] In one example, in the scenario of insufficient power, the controller can determine whether the current power of the first drive shaft fails to meet the required power of the vehicle by comparing the current power with the required power. If so, it means that the vehicle needs to switch to the two-axle drive state to provide more power to maintain the stable operation of the vehicle.

[0208] In another example, in the scenario of low adhesion and skidding, the controller can determine whether the vehicle can ensure non-skidding while maintaining the current power by comparing the maximum power with the current power. If the current power is less than or equal to the maximum power, it means that the vehicle maintains the current power and will not skid. Otherwise, if the current power is greater than the maximum power, it means that the vehicle needs to reduce the power of the first drive shaft to ensure non-skidding. At this time, to ensure the power of the vehicle, the controller can start the second drive shaft so that the second drive shaft provides power synchronously, thereby increasing the power of the whole vehicle so that the power of the whole vehicle can meet the required power of the user as much as possible.

[0209] In yet another example, in the scenario of abnormal steering, the controller can determine whether the steering ability meets the requirements. If the steering ability meets the requirements, it means that the steering is normal. If the steering ability does not meet the requirements, it means that the steering is abnormal.

[0210] In the case of abnormal steering, the controller needs to further determine whether it is necessary to increase the power of the first drive shaft to improve the steering ability or transfer the power of the first drive shaft to the second drive shaft to improve the steering ability.

[0211] If it is necessary to increase the power of the first drive shaft to improve the steering ability, the controller does not perform any processing and waits for the user's operation. If it is necessary to transfer the power of the first drive shaft to the second drive shaft to improve the steering ability, the controller can switch from single-axle drive to two-axle drive to meet the driving requirements of the vehicle.

[0212] In one implementation, in the case of insufficient power, the vehicle usually travels in scenarios such as straight roads and uphill roads. This insufficient power usually occurs when the user needs to accelerate, but the power provided by the vehicle in the single-axis drive state cannot meet the user's needs. In the case of insufficient power, the current power of the first drive shaft usually approaches the maximum power of the first drive shaft. And when the first drive shaft reaches this maximum power, it cannot meet the required power of the user.

[0213] The controller can calculate the first difference between the current power and the maximum power of the first drive shaft, and the second difference between the current power and the required power. The controller can determine that the current power in the single-axis drive state cannot meet the driving requirements of the vehicle when the first difference is greater than the second difference and the second difference is greater than a preset difference threshold.

[0214] Among them, the vehicle information can include information such as pedal opening, vehicle speed, pedal change rate, and the power of the drive shaft in the single-axis drive state.

[0215] Among them, the pedal opening refers to the degree to which the driver depresses the accelerator pedal, which directly reflects the driver's expectation for vehicle acceleration. The vehicle speed is the current driving speed of the vehicle, which affects the power requirement of the vehicle at different speeds. The pedal change rate refers to how fast the pedal opening changes over time, which reflects the urgency of the driver's acceleration requirement.

[0216] The vehicle controller will accurately search in the mapping table of the preset scenario according to these three key parameters of pedal opening, vehicle speed, and pedal change rate to determine the required power of the vehicle under the condition of insufficient power based on the working conditions indicated by the vehicle information.

[0217] The controller can read the power information of the first drive shaft from the vehicle information to obtain the current power. Among them, the current power can be determined by directly reading the magnitude of the power currently transmitted by the first drive shaft. Or, the current power can also be measured by a sensor. Or, the current power can also be indirectly obtained by calculating parameters such as engine speed and torque.

[0218] In another implementation, if the preset scenario is vehicle skidding, the controller, in order to ensure the safety of the vehicle, gives priority to ensuring that the vehicle does not skid. The controller can calculate the maximum power of the first drive shaft. If the maximum power is less than the current power of the first drive shaft, then the power of the first drive shaft needs to be reduced, and the controller can switch to the dual-axis drive mode and distribute the reduced power to the second drive shaft. Otherwise, if the maximum power is greater than or equal to the current power of the first drive shaft, then no adjustment is required for the first drive shaft, that is, there is no need to switch to the dual-axis drive mode.

[0219] Among them, the maximum power is the maximum power that the first drive shaft can use when the vehicle slips. That is, when the first drive shaft drives with this maximum power, the first drive shaft of the vehicle does not slip. If the current power is greater than the maximum power of the first drive shaft, it means that the power transmitted to the first drive shaft is too large, which may cause the first drive shaft to slip. At this time, the controller can lower the power of the first drive shaft to its maximum power to ensure that the vehicle runs within a safe and stable range.

[0220] At the same time, the controller can switch to the dual-axis drive mode and distribute the power reduced from the first drive shaft to the second drive shaft.

[0221] Among them, the vehicle information may include throttle opening, wheel speed, acceleration, vehicle parameters, the power of the drive shaft, etc.

[0222] Among them, the throttle opening is a quantitative representation of the vehicle acceleration request by the driver through the throttle pedal, which reflects the degree to which the driver hopes the vehicle accelerates. The wheel speed is the speed at which the wheel rotates, which is directly related to the current driving speed of the vehicle. Acceleration is a physical quantity that reflects how fast the vehicle speed changes, which reveals an important aspect of the vehicle's dynamic performance. Vehicle parameters cover inherent attributes such as the vehicle's own weight, tire specifications, and transmission ratio, which jointly affect the vehicle's power performance.

[0223] Among them, the vehicle controller will perform a lookup operation in the mapping table of the preset scenario based on these four core input information: throttle opening, wheel speed, acceleration, and vehicle parameters, so as to obtain the maximum power of the vehicle in the scenario of vehicle slipping. Optionally, the controller can calculate the maximum power of the first drive shaft and the maximum power of the second drive shaft respectively.

[0224] In another implementation, if the preset scenario is abnormal steering of the vehicle, the controller needs to determine whether the current steering ability meets the user's operation requirements. If it meets, it can be determined that the current power meets the driving requirements of the vehicle and no processing is required.

[0225] Otherwise, if it does not meet, the controller needs to further determine whether the steering ability can be optimized by adjusting the power distribution of the two drive shafts. If it can, it can be determined that the current power cannot meet the driving requirements of the vehicle. Otherwise, if the power distribution of the two drive shafts cannot be adjusted to optimize the steering ability, although the current power cannot meet the driving requirements of the vehicle, it is not necessary to switch to the dual-axis drive mode.

[0226] The vehicle information may include information such as steering wheel angle, yaw rate, steering angular velocity, steering angular acceleration, and the power of the drive shaft.

[0227] Among them, the yaw rate is the speed at which the vehicle rotates around its vertical axis, which reflects the stability of the vehicle during turning. The steering angular velocity is the speed at which the steering wheel rotates, which is directly related to the driver's steering operation. The steering angular acceleration is a physical quantity that reflects how fast the steering angular velocity changes, which reveals the urgency of the driver's steering operation.

[0228] The vehicle's controller will accurately search in a preset mapping table based on these four key parameters: the steering wheel angle, yaw rate, steering angular velocity, and steering angular acceleration to determine the vehicle's steering ability under the current steering operation.

[0229] In the present invention, by accurately identifying the currently preset scenario, combining the mapping table of the preset scenario and the specific vehicle information, accurately determining the required power, maximum power, and current power of the vehicle, and based on the comprehensive evaluation of the required power, maximum power, and current power, improving the judgment accuracy of whether the current power meets the required power, thereby more accurately grasping the timing of switching to the dual-axis drive mode, significantly enhancing the safety, stability, and handling performance of the vehicle during driving.

[0230] In the present invention, by judging the preset scenario in which the vehicle is located, determining the mapping table based on the preset scenario, and looking up the table based on the vehicle information to determine the driving power and required power of the vehicle, realizing the judgment of the situation where the current power in the single-axis drive state cannot meet the required power of the vehicle, improving the accuracy of switching the vehicle to the dual-axis drive state.

[0231] Figure 4 The flowchart of the fourth embodiment of the power control method of the vehicle according to the present invention is shown, and this method is executed by the controller. In Figures 1 to 3 Based on the shown embodiment, as Figure 4 shown, in this method, it includes:

[0232] When the vehicle is in the economic mode or the comfort mode, the vehicle defaults to the single-axle drive state to minimize power consumption and improve economy. However, when the driver steps on the accelerator hard or accelerates on a slope, if the single-axle drive state is continued, when the power output reaches the maximum power, it automatically switches to the dual-axle drive state to meet the driver's demand for stronger power and ensure that the vehicle still has excellent power performance under complex road conditions. In addition, when the vehicle is driving on a road surface with low adhesion, the wheels are prone to slipping problems. At this time, the controller can intervene quickly and control the vehicle to enter the dual-axle drive state. Through intelligent torque distribution, while ensuring power output, it improves the stability and safety of the vehicle. In steering conditions such as when the vehicle enters or exits a bend, the controller can actively switch to the four-wheel drive mode when detecting understeer or oversteer, and transfer the power to the appropriate drive axle through intelligent torque distribution to enhance the vehicle's cornering passability and handling stability. Through the above-mentioned adaptive switching from the single-axle drive state to the dual-axle drive state and intelligent power distribution, the present invention not only ensures the economy of the vehicle, but also meets the requirements of the vehicle's power performance, safety and passability.

[0233] Figure 5 The structural schematic diagram of an embodiment of the power control device of the vehicle of the present invention is shown. As Figure 5 shown, the power control device 500 includes:

[0234] A switching module 510, configured to control the vehicle to enter the dual-axle drive state if it is determined that the current power in the single-axle drive state cannot meet the driving requirements of the vehicle when the vehicle is in the single-axle drive state; wherein, the current power represents the power provided by the drive axle of the vehicle in the single-axle drive state; the driving requirement represents the state that the user expects to reach after controlling the vehicle.

[0235] An execution module 520, configured to dynamically distribute the power of the vehicle based on the current power, driving requirements of the vehicle, and a preset instantaneous power distribution method, so that the vehicle operates in the dual-axle drive state based on the dynamically distributed power.

[0236] In one example, the vehicle includes a first drive axle used in the single-axle drive state, and a second drive axle additionally used after switching to the dual-axle drive state; the execution module 520 is configured to:

[0237] Obtain the vehicle information of the vehicle; and identify the preset scenario in which the vehicle is located according to the vehicle information;

[0238] Determine the power to be distributed according to the preset scenario, vehicle information, and the current power of the first drive axle;

[0239] Distribute power to the first drive axle and / or the second drive axle according to the preset instantaneous power distribution method corresponding to the preset scenario and the power to be distributed.

[0240] In one example, if the vehicle is in a power shortage scenario, the execution module 520 is configured to:

[0241] Allocate power to the first drive shaft until the first drive shaft reaches its maximum power; the maximum power of the first drive shaft is calculated based on vehicle information;

[0242] Determine the remaining power based on the power to be allocated, the maximum power of the first drive shaft, and the current power of the first drive shaft; allocate the remaining power to the second drive shaft.

[0243] In one example, if the vehicle is in a low adhesion skidding scenario, the execution module 520 is configured to:

[0244] Allocate the power to be allocated to the second drive shaft in multiple times according to the first preset ratio sequence until the second drive shaft reaches its maximum power, or the power to be allocated is completely allocated; wherein, the first preset ratio sequence includes a plurality of first preset ratios arranged in sequence.

[0245] In one example, the execution module 520 is configured to:

[0246] Determine the first preset ratio for the current allocation according to the first preset ratio sequence;

[0247] Determine the power for the current allocation according to the product of the first preset ratio and the power to be allocated;

[0248] Allocate the power for the current allocation to the second drive shaft, and update the current power and the maximum power of the second drive shaft.

[0249] In one example, the execution module 520 is configured to:

[0250] If there is still power to be allocated, obtain the current power and the maximum power of the first drive shaft, and the current power and the maximum power of the second drive shaft in real time;

[0251] If the maximum power of the first drive shaft is greater than the current power of the first drive shaft, allocate the power to be allocated to the first drive shaft in multiple times according to the first preset ratio sequence until the first drive shaft reaches its maximum power;

[0252] If the maximum power of the second drive shaft is greater than the current power of the second drive shaft, allocate the power to be allocated to the second drive shaft in multiple times according to the first preset ratio sequence until the second drive shaft reaches its maximum power.

[0253] In one example, if the vehicle is in a steering anomaly scenario, the execution module 520 is configured to:

[0254] Transfer the power of the first drive shaft to the second drive shaft according to the second preset ratio and the power to be distributed until the vehicle steers normally or the cause of abnormal vehicle steering changes; wherein, the cause of abnormal steering is understeering or oversteering; normal steering indicates that the vehicle neither understeers nor oversteers.

[0255] In one example, the execution module 520 is configured to:

[0256] Determine the single-time distributed power according to the product of the second preset ratio and the power to be distributed;

[0257] Reduce the power of the first drive shaft according to the single-time distributed power;

[0258] Distribute the single-time distributed power to the second drive shaft;

[0259] Update the steering information of the vehicle; the steering information indicates that the vehicle steers normally or abnormally.

[0260] In one example, the switching module 510 is configured to:

[0261] Determine the driving requirement of the vehicle according to the preset scenario where the vehicle is located;

[0262] Determine that the current power in the single-axis drive state cannot meet the driving requirement of the vehicle according to the current power and the driving requirement of the vehicle.

[0263] The power control device 500 of the vehicle provided by the embodiments of the present invention can execute the above method embodiments, and for its specific implementation principle and technical effects, reference can be made to the above method embodiments, which will not be elaborated here in this embodiment.

[0264] Figure 6 The structural schematic diagram of the embodiment of the controller of the present invention is shown, and the specific implementation of the controller is not limited in the specific embodiments of the present invention.

[0265] As Figure 6 shown, the controller may include: a processor 602, a communication interface 604, a memory 606, and a communication bus 608.

[0266] Wherein: the processor 602, the communication interface 604, and the memory 606 communicate with each other through the communication bus 608. The communication interface 604 is used to communicate with network elements of other devices such as clients or other servers. The processor 602 is used to execute the program 610, and specifically can execute the relevant steps in the above method embodiments for vehicle power control.

[0267] Specifically, the program 610 may include program code that includes computer-executable instructions.

[0268] The processor 602 may be a central processing unit (CPU), or a specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present invention. One or more processors included in the controller may be of the same type of processor, such as one or more CPUs; or may be of different types of processors, such as one or more CPUs and one or more ASICs.

[0269] The memory 606 is used to store the program 610. The memory 606 may include high-speed RAM memory and may also include non-volatile memory, such as at least one disk memory.

[0270] Specifically, the program 610 can be called by the processor 602 to enable the controller to execute the above method embodiments. For the specific implementation principle and technical effects, reference can be made to the above method embodiments, which will not be elaborated herein.

[0271] The embodiments of the present invention provide a computer-readable storage medium storing at least one executable instruction, which, when running on the controller, enables the controller to execute the vehicle power control method in any of the above method embodiments.

[0272] The executable instruction can specifically be used to enable the controller to execute the above method embodiments. For the specific implementation principle and technical effects, reference can be made to the above method embodiments, which will not be elaborated herein.

[0273] The algorithms or displays provided herein are not inherently related to any particular computer, virtual system, or other device. In addition, the embodiments of the present invention are not directed to any specific programming language.

[0274] In the specification provided herein, a large number of specific details are set forth. However, it can be understood that the embodiments of the present invention can be practiced without these specific details. Similarly, in order to streamline the present invention and assist in understanding one or more of the various inventive aspects, in the above description of the exemplary embodiments of the present invention, the various features of the embodiments of the present invention are sometimes grouped together into a single embodiment, figure, or description thereof. Among them, the claims following the specific implementation manner are hereby expressly incorporated into the specific implementation manner, where each claim itself is a separate embodiment of the present invention.

[0275] Those skilled in the art can understand that the modules in the devices in the embodiments can be adaptively changed and arranged in one or more devices different from those of the embodiments. The modules or units or components in the embodiments can be combined into one module or unit or component, and in addition, they can be divided into multiple sub-modules or sub-units or sub-components. Except that at least some of such features and / or processes or units are mutually exclusive.

[0276] It should be noted that the above embodiments illustrate the present invention rather than limit the present invention, and those skilled in the art can design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The present invention can be implemented by means of hardware including several different elements and by means of a suitably programmed computer. In a unit claim listing several devices, several of these devices can be embodied by the same item of hardware. The use of the words first, second, and third, etc. does not denote any order. These words can be interpreted as names. The steps in the above embodiments, unless otherwise specified, should not be construed as limiting the order of execution.

Claims

1. A vehicle power control method, characterized in that: The method comprises: When the vehicle is in a single-axle drive state, if it is determined that the current power of the single-axle drive state cannot meet the driving demand of the vehicle, the vehicle is controlled to enter a dual-axle drive state; wherein the current power represents the power provided by the drive shaft of the vehicle in the single-axle drive state; and the driving demand represents the state that the user expects to achieve after controlling the vehicle; Based on the current power of the vehicle, the driving demand and a preset instantaneous power distribution method, the power of the vehicle is dynamically distributed so that the vehicle runs in the dual-axle driving state based on the dynamically distributed power.

2. The method according to claim 1, characterized in that The vehicle includes a first drive shaft used in a single-axle drive state, and a second drive shaft that is used after switching to a dual-axle drive state; the power of the vehicle is dynamically distributed based on the current power of the vehicle, the driving demand and a preset instantaneous power distribution method, including: Acquire vehicle information of the vehicle; and identify a preset scene in which the vehicle is located based on the vehicle information; Determining the power to be distributed according to the preset scenario, the vehicle information and the current power of the first drive shaft; Power is distributed to the first drive shaft and / or the second drive shaft according to the preset instantaneous power distribution method corresponding to the preset scenario and the power to be distributed.

3. The method according to claim 2, characterized in that If the vehicle is in a power shortage scenario, allocating power to the first drive shaft and / or the second drive shaft according to the preset instantaneous power distribution mode corresponding to the preset scenario and the power to be distributed includes: distributing power to the first drive shaft until the first drive shaft reaches a maximum power of the first drive shaft; the maximum power of the first drive shaft is calculated based on the vehicle information; The remaining power is determined according to the power to be distributed, the maximum power of the first drive shaft, and the current power of the first drive shaft; and the remaining power is distributed to the second drive shaft.

4. The method according to claim 2, characterized in that: If the vehicle is in a low-adhesion slip scenario, allocating power to the first drive shaft and / or the second drive shaft according to the preset instantaneous power distribution mode corresponding to the preset scenario and the power to be distributed includes: According to a first preset ratio sequence, the power to be distributed is distributed to the second drive shaft in multiple times until the second drive shaft reaches a maximum power, or the power to be distributed is completed; wherein the first preset ratio sequence includes multiple first preset ratios arranged in sequence.

5. The method according to claim 4, characterized in that The method of distributing the power to be distributed to the second drive shaft in multiple times according to the first preset ratio sequence includes: Determine the first preset ratio of the current allocation according to the first preset ratio sequence; Determining the current sub-distributed power according to the product of the first preset ratio and the power to be distributed; The current sub-distributed power is distributed to the second driving shaft, and the current power and the maximum power of the second driving shaft are updated.

6. The method according to claim 4, characterized in that The method further comprises: distributing the power to be distributed to the second drive shaft in multiple times according to the first preset ratio sequence until the second drive shaft reaches the maximum power, or after the power to be distributed is distributed, the method further comprises: If there is still the power to be distributed, the current power and the maximum power of the first drive shaft, and the current power and the maximum power of the second drive shaft are acquired in real time; If the maximum power of the first drive shaft is greater than the current power of the first drive shaft, the power to be distributed is distributed to the first drive shaft in multiple times according to a first preset ratio sequence until the first drive shaft reaches the maximum power; If the maximum power of the second drive shaft is greater than the current power of the second drive shaft, the power to be distributed is distributed to the second drive shaft in multiple times according to a first preset ratio sequence until the second drive shaft reaches the maximum power.

7. The method according to claim 2, characterized in that If the vehicle is in an abnormal steering scenario, distributing power to the first drive shaft and / or the second drive shaft according to the preset instantaneous power distribution mode corresponding to the preset scenario and the power to be distributed, includes: According to a second preset ratio and the power to be distributed, the power of the first drive shaft is transferred to the second drive shaft until the vehicle turns normally, or the cause of the abnormal steering of the vehicle changes; wherein the cause of the abnormal steering is understeering or steering transition; and normal steering indicates that the vehicle has neither understeering nor steering transition.

8. The method according to claim 7, characterized in that According to a second preset ratio and the power to be distributed, the power of the first drive shaft is transferred to the second drive shaft, comprising: Determining a single distribution power according to the product of the second preset ratio and the power to be distributed; reducing the power of the first drive shaft according to the single distribution power; distributing the single distribution power to the second drive shaft; The steering information of the vehicle is updated; the steering information indicates whether the steering of the vehicle is normal or abnormal.

9. The method according to any one of claims 1 to 8, characterized in that The determining that the current power of the single-axle driving state cannot meet the driving demand of the vehicle includes: Determining the driving demand of the vehicle according to the preset scene in which the vehicle is located; According to the current power and driving demand of the vehicle, it is determined that the current power of the single-axle driving state cannot meet the driving demand of the vehicle.

10. A controller, characterized in that: include: A processor, a memory, a communication interface and a communication bus, wherein the processor, the memory and the communication interface communicate with each other via the communication bus; The memory is used to store at least one executable instruction, and the executable instruction enables the processor to execute the operation of the vehicle power control method as described in any one of claims 1-9.

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