Vehicle torque control method and device, vehicle and storage medium

Abstract

The invention provides a vehicle torque control method and device, a vehicle and a storage medium, the method is applied to the field of vehicles, and the method comprises the steps that current driving information and current driving road surface information of the vehicle are obtained, and the current driving working condition of the vehicle is recognized based on the current driving information and the current driving road surface information; and then the speed ratios of the multiple transmission gear sets are selected according to the current driving working condition, the target state of the combination and disconnection device corresponding to each transmission gear set is determined, and torque control is conducted on the vehicle according to the speed ratios of the multiple transmission gear sets and the target state of the combination and disconnection device corresponding to each transmission gear set. According to the method, different speed ratio selection can be carried out based on a plurality of transmission gear sets, and the method is matched with a combination and disconnection device, so that vehicle torque control modes under different working conditions are achieved, and the requirements for disengagement and control performance under complex road conditions are met.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a method and device for controlling vehicle torque, a vehicle, and a storage medium in the field of vehicles. Background Art

[0002] The differential is one of the core components of the vehicle transmission system. Its main function is to allow the left and right drive wheels to rotate at different speeds when the vehicle turns, thereby reducing tire wear, improving handling stability, and avoiding mechanical stress caused by the wheel speed difference. Therefore, it is very necessary to improve the vehicle's ability to get out of trouble and handling performance under complex road conditions.

[0003] In the related art, a straight bevel gear open differential is usually used to distribute the power torque to the left and right half shafts, so that when the vehicle turns, the left and right drive wheels rotate at different speeds, thereby achieving smooth steering.

[0004] However, when distributing the torque of the left and right half shafts through a straight bevel gear open differential, under complex road conditions, such as low adhesion roads (such as muddy and icy roads) or special driving requirements (such as off-road and racing), it will lead to uneven vehicle power distribution, and it is impossible to achieve precise control of the power of the left and right wheels or the front and rear axles, affecting the passability, which urgently needs to be solved. Summary of the Invention

[0005] The present application provides a method and device for controlling vehicle torque, a vehicle, and a storage medium. The method can be based on the selection of different speed ratios of multiple transmission gear sets and be combined with a coupling and disconnecting device to realize the vehicle torque control method under different working conditions to meet the requirements of getting out of trouble and handling performance under complex road conditions.

[0006] In a first aspect, a method for controlling vehicle torque is provided. The torque control device of the vehicle includes a plurality of transmission gear sets and a corresponding coupling and disconnecting device for each transmission gear set. The method includes: obtaining the current driving information and the current driving road surface information of the vehicle; identifying the current driving condition of the vehicle based on the current driving information and the current driving road surface information, and selecting the speed ratio of the plurality of transmission gear sets based on the current driving condition, and determining the target state of the corresponding coupling and disconnecting device for each transmission gear set; performing torque control on the vehicle according to the speed ratio of the plurality of transmission gear sets and the target state of the corresponding coupling and disconnecting device for each transmission gear set.

[0007] Through the above technical solution, it is possible to select different speed ratios of multiple transmission gear sets and be combined with a coupling and disconnecting device to realize the vehicle torque control method under different working conditions to meet the requirements of getting out of trouble and handling performance under complex road conditions.

[0008] In combination with the first aspect, in some possible implementations, the current driving condition is any one of a normal driving condition, an escape condition, a climbing condition, an on-the-spot U-turn condition, and a wheel speed adjustment condition.

[0009] Through the above technical solution, the versatility and adaptability of the system can be improved by flexibly adjusting the speed ratio and the state of the coupling and disconnecting device based on different driving styles and various road conditions.

[0010] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the multiple transmission gear sets include first to third transmission gear sets, and the current driving condition is the normal driving condition, and the speed ratios of the multiple transmission gear sets are selected based on the current driving condition, and the target state of the engaging and disengaging devices corresponding to each transmission gear set is determined, including: based on the speed ratio of the second transmission gear set, adjusting the engaging and disengaging device corresponding to the second transmission gear set to the first engaging state.

[0011] Through the above technical solution, under normal driving conditions, the coupling and disconnecting device corresponding to the second transmission gear set is fully engaged, ensuring that the second transmission gear set can transmit power to the differential, and then distribute it to the left and right half shafts by the differential, thereby realizing normal driving function.

[0012] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the multiple transmission gear sets include first to third transmission gear sets, and the current driving condition is a get-out-of-traffic condition or a climbing condition, and the speed ratios of the multiple transmission gear sets are selected based on the current driving condition, and the target state of the engaging and disengaging devices corresponding to each transmission gear set is determined, including: calculating the slip rate of the inner wheels and the slip rate of the outer wheels of the vehicle based on the current driving information of the vehicle; when the slip rate of the inner wheels of the vehicle is greater than a preset threshold, or the slip rate of the outer wheels of the vehicle is greater than the preset threshold, based on the speed ratio relationship between the first transmission gear set and the second transmission gear set, adjusting the engaging and disengaging devices corresponding to the first transmission gear set to the first slipping state or the second engaging state, and adjusting the engaging and disengaging devices corresponding to the second transmission gear set to the second slipping state or the third engaging state, so that the rotational speeds of the left half shaft and the right half shaft of the vehicle are equal.

[0013] Through the above technical solution, in escape or climbing conditions, based on the wheel slippage, the required power distribution ratio and the actual driving conditions, by selecting the speed ratios of multiple transmission gear sets and the engagement, sliding and disconnection states of the engagement and disconnection devices corresponding to each transmission gear set, the system can achieve equal rotational speeds for the left and right half-shafts, to ensure that the wheels on the non-slipping side obtain sufficient driving force, thereby helping the vehicle to escape smoothly or complete the climbing task.

[0014] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the plurality of transmission gear sets include a first to a third transmission gear set, and the current driving condition is the in-place turning condition. Selecting the gear ratios of the plurality of transmission gear sets based on the current driving condition and determining the target states of the engagement / disengagement devices corresponding to each transmission gear set includes: setting a target rotation rate of the vehicle based on the dimension data and performance parameters of the vehicle; based on the gear ratio relationship between the second transmission gear set and the third transmission gear set, adjusting the engagement / disengagement device corresponding to the second transmission gear set to a third slip friction state and adjusting the engagement / disengagement device corresponding to the third transmission gear set to a fourth slip friction state or a fourth engagement state, so that the rotational speed of the left wheels of the vehicle is equal to and opposite to the rotational speed of the right wheels; or, based on the gear ratio relationship between the first transmission gear set and the third transmission gear set, adjusting the engagement / disengagement device corresponding to the first transmission gear set to a fifth slip friction state or a fifth engagement state and adjusting the engagement / disengagement device corresponding to the third transmission gear set to a sixth slip friction state or a sixth engagement state, so that the rotational speed of the left wheels of the vehicle is equal to and opposite to the rotational speed of the right wheels.

[0015] Through the above technical solution, when the vehicle is in the in-place turning condition, based on the actual rotational speed requirements of the left and right half shafts, by adjusting the engagement, slip friction or disengagement states of the engagement / disengagement devices corresponding to each transmission gear set, it is ensured that the rotational speeds of the left and right wheels of the vehicle are equal and opposite in the in-place turning condition, so as to complete the in-place turning operation.

[0016] Combined with the first aspect and the above implementation manners, in some possible implementation manners, the plurality of transmission gear sets include the first to third transmission gear sets, and the current driving condition is the wheel speed adjustment condition. Selecting the speed ratios of the plurality of transmission gear sets based on the current driving condition and determining the target states of the engagement and disengagement devices corresponding to each transmission gear set includes: predicting the target running trajectory of the vehicle based on the current driving information of the vehicle; when the target running trajectory is inconsistent with the actual running trajectory of the vehicle, based on the speed ratio relationship between the first transmission gear set and the second transmission gear set, adjusting the engagement and disengagement device corresponding to the first transmission gear set to the seventh slip friction state or the seventh engagement state, and adjusting the engagement and disengagement device corresponding to the second transmission gear set to the eighth slip friction state or the eighth engagement state, so that the rotational speed of the left wheel of the vehicle is greater than the rotational speed of the right wheel of the vehicle; or, based on the speed ratio relationship between the second transmission gear set and the third transmission gear set, adjusting the engagement and disengagement device corresponding to the second transmission gear set to the ninth slip friction state or the ninth engagement state, and adjusting the engagement and disengagement device corresponding to the third transmission gear set to the tenth slip friction state or the tenth engagement state, so that the rotational speed of the left wheel of the vehicle is greater than the rotational speed of the right wheel of the vehicle; or, based on the speed ratio relationship between the first transmission gear set and the second transmission gear set, adjusting the engagement and disengagement device corresponding to the first transmission gear set to the eleventh slip friction state or the eleventh engagement state, and adjusting the engagement and disengagement device corresponding to the second transmission gear set to the twelfth slip friction state or the twelfth engagement state, so that the rotational speed of the left wheel of the vehicle is less than or equal to the rotational speed of the right wheel of the vehicle.

[0017] Through the above technical solution, in the wheel speed adjustment condition, based on the deviation between the target running trajectory and the actual running trajectory of the vehicle, the power requirements of the left and right wheels, and the actual driving conditions, by flexibly adjusting the speed ratios and the states of the engagement and disengagement devices, the system can achieve precise control of the rotational speeds of the left and right wheels, thereby optimizing the steering performance of the vehicle.

[0018] Combined with the first aspect and the above implementation manners, in some possible implementation manners, after torque control of the vehicle according to the speed ratios of the plurality of transmission gear sets and the target states of the engagement and disengagement devices corresponding to each transmission gear set, it further includes: detecting whether the vehicle is in a fault state; if the vehicle is in the fault state, adjusting the speed ratios of the plurality of transmission gear sets and the target states of the engagement and disengagement devices corresponding to each transmission gear set based on the safety protection strategy and the new current driving information and the current driving road surface information of the vehicle until the vehicle is not in the fault state.

[0019] Through the above technical solutions, real-time monitoring, dynamic adjustment, intelligent regulation and optimization of extreme working conditions, the vehicle's handling, stability and safety are significantly improved, while the user experience is enhanced.

[0020] In a second aspect, a vehicle torque control device is provided, wherein the vehicle torque control device includes a plurality of transmission gear sets and a corresponding engaging and disconnecting device for each transmission gear set, and the device includes: an acquisition module for acquiring current driving information and current driving road surface information of the vehicle; a determination module for identifying the current driving condition of the vehicle based on the current driving information and the current driving road surface information, and selecting the speed ratios of the plurality of transmission gear sets based on the current driving condition, and determining the target state of the engaging and disconnecting device corresponding to each transmission gear set; and a first control module for performing torque control on the vehicle according to the speed ratios of the plurality of transmission gear sets and the target state of the engaging and disconnecting device corresponding to each transmission gear set.

[0021] In combination with the second aspect, in some possible implementations, the current driving condition is any one of a normal driving condition, an escape condition, a climbing condition, an on-the-spot U-turn condition, and a wheel speed adjustment condition.

[0022] In combination with the second aspect and the foregoing implementations, in some possible implementations, the determining module includes:

[0023] The first adjusting unit is used to adjust the engaging and disengaging device corresponding to the second transmission gear set to a first engaging state based on the speed ratio of the second transmission gear set.

[0024] In combination with the second aspect and the foregoing implementations, in some possible implementations, the determining module includes:

[0025] a calculation unit, configured to calculate a slip rate of an inner wheel and a slip rate of an outer wheel of the vehicle based on current driving information of the vehicle;

[0026] The second adjustment unit is used to adjust the engaging and disengaging device corresponding to the first transmission gear set to the first slipping state or the second engaging state, and adjust the engaging and disengaging device corresponding to the second transmission gear set to the second slipping state or the third engaging state based on the speed ratio relationship between the first transmission gear set and the second transmission gear set when the slip rate of the inner wheel of the vehicle is greater than a preset threshold value, or the slip rate of the outer wheel of the vehicle is greater than the preset threshold value, so as to make the rotational speeds of the left half shaft and the right half shaft of the vehicle equal.

[0027] In combination with the second aspect and the foregoing implementations, in some possible implementations, the determining module includes:

[0028] A setting unit, configured to set a target rotation rate of the vehicle based on size data and performance parameters of the vehicle;

[0029] A third adjustment unit, configured to, based on a speed ratio relationship between a second transmission gear set and a third transmission gear set, adjust a clutch-disengaging device corresponding to the second transmission gear set to a third slip friction state, and adjust a clutch-disengaging device corresponding to the third transmission gear set to a fourth slip friction state or a fourth engaged state, so that the rotational speed of the left wheel of the vehicle is equal to and opposite to the rotational speed of the right wheel of the vehicle; or,

[0030] A fourth adjustment unit, configured to, based on a speed ratio relationship between a first transmission gear set and a third transmission gear set, adjust a clutch-disengaging device corresponding to the first transmission gear set to a fifth slip friction state or a fifth engaged state, and adjust a clutch-disengaging device corresponding to the third transmission gear set to a sixth slip friction state or a sixth engaged state, so that the rotational speed of the left wheel of the vehicle is equal to and opposite to the rotational speed of the right wheel of the vehicle.

[0031] Combining the second aspect and the above implementation manners, in some possible implementation manners, the determining module includes:

[0032] A prediction unit, configured to predict a target running trajectory of the vehicle based on current driving information of the vehicle;

[0033] A fifth adjustment unit, configured to, when the target running trajectory is inconsistent with an actual running trajectory of the vehicle, based on a speed ratio relationship between the first transmission gear set and the second transmission gear set, adjust a clutch-disengaging device corresponding to the first transmission gear set to a seventh slip friction state or a seventh engaged state, and adjust a clutch-disengaging device corresponding to the second transmission gear set to an eighth slip friction state or an eighth engaged state, so that the rotational speed of the left wheel of the vehicle is greater than the rotational speed of the right wheel of the vehicle; or,

[0034] A sixth adjustment unit, configured to, based on a speed ratio relationship between the second transmission gear set and the third transmission gear set, adjust a clutch-disengaging device corresponding to the second transmission gear set to a ninth slip friction state or a ninth engaged state, and adjust a clutch-disengaging device corresponding to the third transmission gear set to a tenth slip friction state or a tenth engaged state, so that the rotational speed of the left wheel of the vehicle is greater than the rotational speed of the right wheel of the vehicle; or,

[0035] A seventh adjustment unit, configured to, based on a speed ratio relationship between the first transmission gear set and the second transmission gear set, adjust a clutch-disengaging device corresponding to the first transmission gear set to an eleventh slip friction state or an eleventh engaged state, and adjust a clutch-disengaging device corresponding to the second transmission gear set to a twelfth slip friction state or a twelfth engaged state, so that the rotational speed of the left wheel of the vehicle is less than or equal to the rotational speed of the right wheel of the vehicle.

[0036] Combined with the second aspect and the above implementation manners, in some possible implementation manners, after torque control of the vehicle is performed according to the speed ratios of the multiple transmission gear sets and the target states of the engagement / disengagement devices corresponding to each transmission gear set, the control module further includes:

[0037] A detection unit, configured to detect whether the vehicle is in a fault state;

[0038] An adjustment unit, configured to, if the vehicle is in the fault state, adjust the speed ratios of the multiple transmission gear sets and the target states of the engagement / disengagement devices corresponding to each transmission gear set based on a safety protection strategy, the new current driving information of the vehicle, and the current driving road surface information until the vehicle is not in the fault state.

[0039] In a third aspect, a control system for vehicle torque is provided, including multiple transmission gear sets, the engagement / disengagement devices corresponding to each transmission gear set, a drive motor, a differential assembly, a first input shaft, a left half shaft, and a right half shaft. Among them, the multiple transmission gear sets include a first to a third transmission gear set. The first transmission gear set includes a first driving wheel and a first driven wheel. The second transmission gear set includes a second driving wheel and a second driven wheel. The third transmission gear set includes a third driving wheel, a third intermediate wheel, and a third driven gear. Among them,

[0040] The drive motor is connected to the first input shaft. The first input shaft is arranged parallel to the upper sides of the left half shaft and the right half shaft, and the engagement / disengagement devices corresponding to each transmission gear set are sequentially arranged in the first input shaft;

[0041] The first driving wheel is arranged in the first input shaft, the first driven wheel is arranged in the left half shaft, and the first driving wheel and the first driven wheel are connected;

[0042] The second driving wheel is arranged in the first input shaft, the second driven wheel is installed in the differential assembly, and one end of the second driving wheel and one end of the second driven wheel are connected;

[0043] The third driving wheel is arranged in the first input shaft, the third driven wheel is arranged in the right half shaft, one end of the third driving wheel is connected to one end of the third intermediate wheel, and the other end of the third intermediate wheel is connected to one end of the third driven gear;

[0044] A second control module, configured to perform torque control on the vehicle according to the speed ratios of the multiple transmission gear sets and the target states of the engagement / disengagement devices corresponding to each transmission gear set.

[0045] Fourthly, a vehicle is provided, which includes the method for controlling the vehicle torque described in the above embodiments.

[0046] Fifthly, a computer program product is provided, which includes: computer program code that, when running on a computer, causes the computer to execute the method in the first aspect or any possible implementation manner of the first aspect.

[0047] Sixthly, a computer-readable storage medium is provided, which stores computer program code that, when running on a computer, causes the computer to execute the method in the first aspect or any possible implementation manner of the first aspect. Description of the Drawings

[0048] Figure 1 It is a schematic flowchart of the method for controlling the vehicle torque of the motor provided by the embodiment of the present application;

[0049] Figure 2 It is a schematic diagram of the single-motor vector control architecture of an embodiment of the present application;

[0050] Figure 3 It is a flowchart of the overall control method of an embodiment of the present application;

[0051] Figure 4 It is a block diagram of the device for controlling the vehicle torque of the motor provided by the embodiment of the present application;

[0052] Figure 5 It is a schematic diagram of the structure of the vehicle according to the embodiment of the present application.

[0053] Reference Numerals: 1 - driving motor, 2 - first input shaft, 3 - first transmission gear set, 31 - first driving wheel, 32 - first driven wheel, 4 - second transmission gear set, 41 - second driving wheel, 42 - second driven wheel, 5 - third transmission gear set, 51 - third driving wheel, 52 - third intermediate wheel, 53 - third driven gear, 6 - differential assembly, 7 - left half shaft, 8 - right half shaft; Detailed Embodiments

[0054] Next, the technical solutions in the present application will be clearly and elaborately described with reference to the drawings. Among them, in the description of the embodiments of the present application, unless otherwise specified, " / " means "or". For example, A / B can represent A or B: "and / or" in the text is only a description of the association relationship between associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of the present application, "a plurality of" means two or more than two.

[0055] Hereinafter, the terms "first" and "second" are for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of such features.

[0056] The differential is one of the core components of a vehicle's transmission system and is mainly installed in the drive axle (such as the front axle of a front-wheel drive vehicle, the rear axle of a rear-wheel drive vehicle, or the central differential of a four-wheel drive vehicle). Its core function is to allow the left and right drive wheels to rotate at different speeds when the vehicle turns, thereby reducing tire wear, improving handling stability, and avoiding mechanical stress caused by the speed difference between the wheels. Therefore, the differential is the "intelligent hub" of the vehicle's transmission system. By dynamically distributing power and balancing the speed differences between the left and right wheels, it not only ensures driving comfort but also improves safety and passability. In related technologies, the drive axle of a vehicle generally uses a straight bevel gear type open differential, which distributes the power torque to the left and right half shafts through the open differential. When one wheel encounters a road condition with low friction (such as a muddy or ice-covered road surface), that wheel is prone to slipping and idling, while the other wheel with sufficient grip does not receive enough power, resulting in the vehicle being difficult to get out of trouble. For off-road performance or special driving conditions (such as rapid turning and spinning in place during motorsports), the open differential cannot effectively make the left and right half shafts rotate at the same speed, resulting in uneven power distribution of the vehicle and inability to achieve precise control of the power of the left and right wheels or the front and rear axles, affecting passability. Therefore, in the embodiments of the present application, in order to improve the vehicle's ability to get out of trouble and handling in complex road conditions, it is particularly important to add a differential control device with a slip friction function and an effective control method on the basis of the traditional open differential, so as to achieve functions such as normal differential, getting out of trouble and climbing, vehicle speed adjustment, and spinning in place of the vehicle, thereby meeting the requirements of getting out of trouble and handling performance in complex road conditions.

[0057] Figure 1 It is a schematic flowchart of a method for controlling the torque of a vehicle provided by the embodiments of the present application. Among them, the torque control device of the vehicle includes a plurality of transmission gear sets and a clutch-disengaging device corresponding to each transmission gear set.

[0058] Exemplarily, as Figure 1 shown, the method includes:

[0059] In step S101, obtain the current driving information and the current driving road surface information of the vehicle.

[0060] Specifically, to avoid situations where the user encounters low-friction road conditions during driving, such as muddy or ice-covered roads, or road conditions that require off-road performance or special driving conditions, such as sharp turns or U-turns in place, due to the insufficient effectiveness of traditional differentials, the vehicle's ability to escape from difficult situations and maneuverability on complex road conditions is hindered. Therefore, in the embodiments of this application, based on a single-motor torque control device, such as the mutual adjustment and cooperation of multiple transmission gear sets and the engagement / disengagement devices corresponding to each transmission gear set, the vehicle's ability to escape from difficult situations and maneuverability on complex road conditions is improved.

[0061] Specifically, in the embodiments of this application, the single-motor torque control device mainly includes a drive motor, multiple transmission gear sets (such as the first to third transmission gear sets), the engagement / disengagement devices corresponding to each transmission gear set, a differential assembly, and left and right half shafts, so as to achieve different torque transmission functions through different speed ratio combinations of multiple transmission gear sets.

[0062] Among them, as Figure 2 shown, in the embodiments of this application, the drive motor 1 is directly connected to the first input shaft 2. The first input shaft 2 is arranged parallel above the left half shaft 7 and the right half shaft 8. In the first input shaft 2, the K1, K2, and K3 engagement / disengagement devices are sequentially arranged and installed. The engagement / disengagement device can be a clutch and has a slip friction function. The first driving wheel 31, the second driving wheel 41, and the third driving wheel 51 are coaxially arranged in the first input shaft 2 and are respectively connected to and disconnected from the first input shaft 2 through the K1, K2, and K3 engagement / disengagement devices. Among them, the first driving wheel 31 meshes with the first driven wheel 32, the second driving wheel 41 meshes with the second driven wheel 42, the second driven wheel 42 is installed in the housing of the differential 6, the third driving wheel 51 meshes with the third intermediate wheel 52, the third intermediate wheel 52 meshes with the third driven wheel 53, the first driven wheel 32 is coaxially installed in the left half shaft 7, and the third driven wheel 53 is coaxially installed in the right half shaft 8. Thus, based on the above simple single-motor torque control device, the function of escaping from difficult situations under various working conditions is achieved by installing a single motor.

[0063] Furthermore, the embodiment of the present application is mainly based on the mutual coordination and adjustment of the speed ratios of multiple transmission gear sets and the corresponding engagement and disengagement devices of each transmission gear set to realize the vehicle's escape function. Therefore, in the embodiment of the present application, first, it is necessary to initialize the system, check the operating status of all sensors and actuators and set default parameters. Usually, the default parameters are the parameters in the normal driving mode and the default is an open differential. When the initial state is K2 engaged, K1 and K3 disconnected, it is in the open differential mode; secondly, monitor the input information of the vehicle control system, for example, monitor the steering angle of the vehicle, the accelerator pedal position, the left and right wheel speeds or torques, the brake pressure sensor, etc.; finally, continuously and cyclically monitor the current driving information and the current driving road surface information of the vehicle, wherein the current driving information of the vehicle includes but is not limited to the vehicle speed, acceleration, steering angle, left and right wheel speeds or torques, etc., and the road condition can be used to determine whether there is wheel slippage on the driving road of the vehicle, so that the current driving condition of the vehicle can be further confirmed according to the current driving information of the vehicle and the current driving road surface information, and then the corresponding torque adjustment strategy under the current driving condition can be better generated based on the current driving condition, thereby improving the vehicle's escape ability.

[0064] In step S102, the current driving condition of the vehicle is identified based on the current driving information and the current driving road surface information, and the speed ratios of multiple transmission gear sets are selected based on the current driving condition, and the target state of the engaging and disengaging device corresponding to each transmission gear set is determined.

[0065] Among them, the target state can be the engaged state, slipping state or disconnected state of the engaging and disengaging devices corresponding to each transmission gear set, and the vehicle's current driving condition can be any of the normal driving condition, escape condition, climbing condition, on-the-spot U-turn condition and wheel speed adjustment condition. Therefore, based on different driving styles and various road conditions, the speed ratio and the state of the engaging and disengaging devices can be flexibly selected to improve the versatility and adaptability of the system.

[0066] Specifically, Figure 3 As shown, after acquiring the current driving information and current driving road surface information of the vehicle, the embodiment of the present application can further confirm the current driving condition of the vehicle based on the acquired current driving information and current driving road surface information.

[0067] For example, if the current driving information obtained shows that the vehicle speed is stable (no violent acceleration or deceleration), the difference in the speed of the left and right wheels is within a reasonable range (no obvious slip), the steering wheel steering angle is small (the vehicle is close to driving in a straight line), and the road friction coefficient is high (not a low-adhesion road surface), then it can be determined that the vehicle's current driving condition is a normal driving condition; if the current driving information obtained shows that the slip rate of the wheels on one side exceeds the set value (such as the speed of the inner wheel or the outer wheel is significantly higher than the other side), the vehicle speed is low and the acceleration is large (indicating that the vehicle is trying to overcome resistance), and the road friction coefficient is low (such as muddy, icy and snowy roads), then it can be determined that the vehicle's current driving condition is normal. The previous driving condition is the escape condition and the climbing condition; if the steering wheel angle is close to the maximum value (indicating that the vehicle is making a large turn), and the left and right wheel speeds are equal but in opposite directions (indicating that the vehicle is rotating around the center point), and the vehicle speed is low (to avoid instability caused by high-speed U-turns), then it can be determined that the vehicle's current driving condition is a U-turn on the spot condition; if the steering wheel angle is large (indicating that the vehicle is turning), and the left and right wheel speeds are inconsistent (indicating that the power distribution needs to be adjusted to optimize the steering performance), and there is a deviation between the actual operating trajectory and the target operating trajectory (indicating that dynamic adjustment is needed), then it can be determined that the vehicle's current driving condition is a wheel speed adjustment condition.

[0068] It should be noted that since the vehicle is in a state of continuous driving, it is necessary to continuously monitor and obtain the vehicle's current driving information and current driving road surface information in the embodiment of the present application, and dynamically identify and update the vehicle's current driving condition based on the latest current driving information and current driving road surface information, so that when the current driving condition changes (such as switching from normal driving to a rescue condition), the torque control of the vehicle can be adjusted in time.

[0069] Furthermore, since different driving conditions have different requirements for power transmission and torque distribution, in order to improve the vehicle's ability to escape and control under complex road conditions, the needs under different driving conditions are fully considered. By selecting the speed ratios of multiple transmission gear sets (for example, the first to third transmission gear sets), and then matching the target state of the engagement and disengagement device corresponding to each transmission gear set, precise control of the vehicle's torque can be achieved, thereby improving the vehicle's controllability, stability and escape ability.

[0070] For example, under normal driving conditions, the power transmission and torque distribution requirements are to allow the left and right wheels to differentially rotate freely to adapt to curves or uneven road surfaces. Therefore, it is necessary to match the speed ratios of multiple transmission gear sets to the target states of the corresponding engagement / disengagement devices of each transmission gear set to ensure normal power transmission efficiency and keep the differential in an open state; under off-road and climbing conditions, the power transmission and torque distribution requirements are for the left and right half shafts to rotate at the same speed to ensure that the non-slip side wheels obtain sufficient driving force. Therefore, it is necessary to adjust the target states of the corresponding engagement / disengagement devices of each transmission gear set according to the wheel slip ratio and based on the selection of the speed ratios of multiple transmission gear sets to achieve the same speed of the left and right half shafts; under the condition of a U-turn in place, the power transmission and torque distribution requirements are for the left and right wheels to rotate at the same speed and in opposite directions to enable the vehicle to rotate around the center point. Therefore, it is necessary to adjust the target states of the corresponding engagement / disengagement devices of each transmission gear set according to the target rotation rate and based on the selection of the speed ratios of multiple transmission gear sets to dynamically adjust the power distribution of the left and right wheels; under the condition of adjusting the wheel speed, the power transmission and torque distribution requirements are to adjust the speeds of the left and right wheels according to the deviation between the target running trajectory and the actual trajectory to optimize the steering performance. Therefore, it is necessary to predict the target trajectory based on information such as the steering wheel angle and vehicle speed, and adjust the target states of the corresponding engagement / disengagement devices of each transmission gear set based on the selection of the speed ratios of multiple transmission gear sets to achieve precise control of the speeds of the left and right wheels.

[0071] Thus, as shown in Table 1, after identifying the current driving condition of the vehicle in the embodiment of the present application, it is possible to further select the speed ratios of multiple transmission gear sets based on the current driving condition and determine the target states of the corresponding engagement / disengagement devices of each transmission gear set, so as to perform dynamic adjustment according to the target states of the corresponding engagement / disengagement devices of each transmission gear set to improve the controllability, stability and off-road ability of the vehicle. The following will discuss in combination with the current driving conditions of a specific vehicle.

[0072] Table 1

[0073]

[0074] Optionally, in an embodiment of the present application, the multiple transmission gear sets include a first to a third transmission gear set, and the current driving condition is a normal driving condition. Selecting the speed ratios of the multiple transmission gear sets based on the current driving condition and determining the target states of the corresponding engagement / disengagement devices of each transmission gear set includes: adjusting the engagement / disengagement device corresponding to the second transmission gear set to a first engagement state based on the speed ratio of the second transmission gear set.

[0075] Among them, the target state of the engaging and disconnecting device corresponding to each transmission gear group is the engaged, sliding or disconnected state of the engaging and disconnecting device K1 corresponding to the first transmission gear group, or the engaged, sliding or disconnected state of the engaging and disconnecting device K2 corresponding to the second transmission gear group, or the engaged, sliding or disconnected state of the engaging and disconnecting device K3 corresponding to the third transmission gear group.

[0076] Specifically, Figure 3 As shown, when the current driving condition is the normal driving condition, the left and right half shafts of the vehicle need to have deceleration and differential functions to ensure that the left and right wheels can rotate at different speeds, so as to turn smoothly. Therefore, based on the speed ratio of the second transmission gear set, the engaging and disengaging device K2 corresponding to the second transmission gear set is adjusted to the first engaging state, that is, the target state of the corresponding engaging and disengaging device K2 is determined based on the speed ratio of the second transmission gear set to ensure that the power transmission can be smoothly transmitted to the left and right half shafts, and the engaging and disengaging device K2 corresponding to the second transmission gear set is controlled to be engaged, while the engaging and disengaging device K1 corresponding to the first transmission gear set and the engaging and disengaging device K3 corresponding to the third transmission gear set are kept disconnected. At this time, it is in the open differential mode, and the vehicle is driving normally, allowing the left and right half shafts to play the deceleration differential function as needed, so that through the engagement of K2, the power transmission is transmitted to the differential through the second transmission gear set, and then distributed to the left and right half shafts by the differential, so as to achieve normal driving function.

[0077] Furthermore, in the process of adjusting K2, K2 is fully engaged, that is, K2 is in a fully closed state to ensure that power can be transmitted to the differential without loss. At this time, the slip degree of K2 is 0, that is, K2 does not perform slip adjustment to ensure the smoothness and efficiency of power transmission. Therefore, under normal driving conditions, through the full engagement of K2, it is ensured that the second transmission gear set can transmit power to the differential, and then the differential distributes it to the left and right half shafts, thereby realizing normal driving function.

[0078] Optionally, in one embodiment of the present application, the multiple transmission gear sets include first to third transmission gear sets, and the current driving condition is a get-out-of-traffic condition or a climbing condition. The speed ratios of the multiple transmission gear sets are selected based on the current driving condition, and the target state of the engaging and disengaging devices corresponding to each transmission gear set is determined, including: calculating the slip rate of the inner wheels and the slip rate of the outer wheels of the vehicle based on the current driving information of the vehicle; when the slip rate of the inner wheels of the vehicle is greater than a preset threshold, or the slip rate of the outer wheels of the vehicle is greater than a preset threshold, based on the speed ratio relationship between the first transmission gear set and the second transmission gear set, adjusting the engaging and disengaging devices corresponding to the first transmission gear set to the first slipping state or the second engaging state, and adjusting the engaging and disengaging devices corresponding to the second transmission gear set to the second slipping state or the third engaging state, so that the rotational speeds of the left and right half shafts of the vehicle are equal.

[0079] The preset threshold value may be determined by technicians in this field according to the driving demand conditions of the vehicle, or may be obtained through a limited number of computer simulations, and is not specifically limited here.

[0080] Specifically, Figure 3 As shown, when the current driving condition is an escape condition or a climbing condition, the escape condition or climbing condition mode is entered at this time, and the slip rate of the inner wheels and the slip rate of the outer wheels of the vehicle need to be calculated based on the current driving information of the vehicle, such as the steering wheel angle, the vehicle speed, etc. When the slip rate of the inner wheels of the vehicle is greater than the preset threshold, or the slip rate of the outer wheels of the vehicle is greater than the preset threshold, relevant measures are taken to optimize the traction distribution.

[0081] Specifically, based on the speed ratio relationship between the first transmission gear set and the second transmission gear set, the engaging and disengaging device K1 corresponding to the first transmission gear set is adjusted to the first sliding state or the second engaging state, allowing the power of the left half shaft to be gradually transmitted to avoid excessive impact, wherein K1 can be dynamically adjusted according to the speed requirement of the left half shaft, and at the same time, the engaging and disengaging device K2 corresponding to the second transmission gear set is adjusted to the second sliding state or the third engaging state, and the power distribution of the left and right wheels is indirectly affected through the differential case, wherein K2 can be dynamically adjusted according to the speed requirement of the right half shaft, and the engaging and disengaging device K3 corresponding to the third transmission gear set is controlled to be disconnected to isolate the power input of the right half shaft to prevent interference, and when the adjustment is completed, the user can actively confirm that the escape condition or climbing condition mode has been completed, or the system can independently determine whether the escape mode has been completed, and the wheel speed can be detected by the sensor to confirm the speed state of the left and right wheels, and it can be determined whether the system has achieved the escape or climbing state. If it has been completed, the speeds of the left and right half shafts of the vehicle are equal at this time, and it can return to the initial state, that is, the normal driving condition.

[0082] For example, if the speed ratio of the first transmission gear set is equal to the speed ratio of the second transmission gear set, that is, when K1=K2 speed ratio, the engaging and disengaging device K1 corresponding to the first transmission gear set is adjusted to the second engaging state, and the engaging and disengaging device K2 corresponding to the second transmission gear set is adjusted to the third engaging state; if the speed ratio of the first transmission gear set is smaller than the speed ratio of the second transmission gear set, that is, when K1<K2 speed ratio, the engaging and disengaging device K1 corresponding to the first transmission gear set is adjusted to the first sliding state, and the engaging and disengaging device K2 corresponding to the second transmission gear set is adjusted to the third engaging state; if the speed ratio of the first transmission gear set is greater than the speed ratio of the second transmission gear set, that is, when K1>K2 speed ratio, the engaging and disengaging device K1 corresponding to the first transmission gear set is adjusted to the second engaging state, and the engaging and disengaging device K2 corresponding to the second transmission gear set is adjusted to the second sliding state, so as to finally achieve equal rotational speeds of the left and right half shafts of the vehicle.

[0083] Therefore, when operating in an escape or climbing condition, depending on the wheel slippage, the required power distribution ratio and the actual driving conditions, by selecting the speed ratios of multiple transmission gear sets and the engagement, sliding and disconnection states of the corresponding engagement and disconnection devices of each transmission gear set, the system can achieve equal rotational speeds of the left and right half-shafts to ensure that the wheels on the non-slipping side obtain sufficient driving force, thereby helping the vehicle to successfully escape from an accident or complete the climbing task.

[0084] Optionally, in one embodiment of the present application, the multiple transmission gear sets include first to third transmission gear sets, and the current driving condition is a U-turn condition. Based on the current driving condition, the speed ratios of the multiple transmission gear sets are selected, and the target state of the engaging and disengaging devices corresponding to each transmission gear set is determined, including: setting the target rotation rate of the vehicle based on the size data and performance parameters of the vehicle; based on the speed ratio relationship between the second transmission gear set and the third transmission gear set, adjusting the engaging and disengaging devices corresponding to the second transmission gear set to the third sliding state, and adjusting the engaging and disengaging devices corresponding to the third transmission gear set to the fourth sliding state or the fourth engaging state, so that the rotation speed of the left wheel of the vehicle is equal to the rotation speed of the right wheel and the direction is opposite; or, based on the speed ratio relationship between the first transmission gear set and the third transmission gear set, adjusting the engaging and disengaging devices corresponding to the first transmission gear set to the fifth sliding state or the fifth engaging state, and adjusting the engaging and disengaging devices corresponding to the third transmission gear set to the sixth sliding state or the sixth engaging state, so that the rotation speed of the left wheel of the vehicle is equal to the rotation speed of the right wheel and the direction is opposite.

[0085] Specifically, Figure 3 As shown, when the current driving condition is a U-turn on the spot condition, the U-turn on the spot mode is entered at this time. It is necessary to set a suitable target rotation rate according to the vehicle's size data and performance parameters to ensure that the vehicle can complete the U-turn action stably and quickly.

[0086] Specifically, in the in-situ U-turn operation mode, the speed ratio of the first transmission gear set determines the power transmission ratio from the drive motor to the left half shaft. Usually, a lower speed ratio is selected to increase the torque output and meet the requirements of low-speed rotation. The speed ratio of the second transmission gear set determines the power transmission ratio from the drive motor to the differential housing. A moderate speed ratio needs to be selected to balance the power distribution between the left and right wheels. The speed ratio of the third transmission gear set determines the power transmission ratio from the drive motor to the right half shaft. Usually, a speed ratio symmetrical to that of the first transmission gear set is selected to achieve the effect that the rotational speeds of the left and right wheels are equal but the directions are opposite. Based on the selection of different speed ratios of the above-mentioned multiple transmission gear sets, the target states of the corresponding engagement and disengagement devices can include the following combinations.

[0087] For example, the first combination method can be as follows. Based on the selection of the speed ratio of the second transmission gear set and the speed ratio of the third transmission gear set: If the speed ratio of the second transmission gear set is equal to the speed ratio of the third transmission gear set, that is, when K2 = K3, at this time, the engagement and disengagement device K2 corresponding to the second transmission gear set is adjusted to the third slip state, and at the same time, the engagement and disengagement device K3 corresponding to the third transmission gear set is adjusted to the fourth engagement state. If the speed ratio of the second transmission gear set is less than the speed ratio of the third transmission gear set, that is, K2 < K3, at this time, the engagement and disengagement device K2 corresponding to the second transmission gear set is adjusted to the third slip state, and at the same time, the engagement and disengagement device K3 corresponding to the third transmission gear set is adjusted to the fourth engagement state. If the speed ratio of the second transmission gear set is greater than the speed ratio of the third transmission gear set, that is, K2 > K3, at this time, the engagement and disengagement device K2 corresponding to the second transmission gear set is adjusted to the third slip state, and at the same time, the engagement and disengagement device K3 corresponding to the third transmission gear set is adjusted to the fourth slip state or the fourth engagement state to ensure that the right half shaft obtains sufficient power, and the slip degree can be adjusted according to the actual driving requirements, and the engagement and disengagement device K1 corresponding to the first transmission gear set is controlled to be disengaged to isolate the power input of the left half shaft, so that the rotational speed of the left wheel of the vehicle is equal to that of the right wheel and the directions are opposite.

[0088] Optionally, the second combination method can be based on the selection of the speed ratios of the first transmission gear set and the third transmission gear set: If the speed ratios of the first transmission gear set and the third transmission gear set are equal, i.e., when K1 = K3, at this time, the engagement and disengagement device K1 corresponding to the first transmission gear set is adjusted to the fifth engagement state, and at the same time, the engagement and disengagement device K3 corresponding to the third transmission gear set is adjusted to the sixth engagement state; If the speed ratio of the first transmission gear set is less than the speed ratio of the third transmission gear set, i.e., when K1 < K3, at this time, the engagement and disengagement device K1 corresponding to the first transmission gear set is adjusted to the fifth slip friction state, and at the same time, the engagement and disengagement device K3 corresponding to the third transmission gear set is adjusted to the sixth engagement state; If the speed ratio of the first transmission gear set is greater than the speed ratio of the third transmission gear set, i.e., when K1 > K3, at this time, the engagement and disengagement device K1 corresponding to the first transmission gear set is adjusted to the fifth engagement state, and at the same time, the engagement and disengagement device K3 corresponding to the third transmission gear set is adjusted to the sixth slip friction state, ensuring that the right half shaft obtains sufficient power and the slip friction degree can be adjusted as needed to optimize torque distribution. Among them, K3 can be dynamically adjusted according to the rotational speed requirement of the right half shaft, and the engagement and disengagement device K2 corresponding to the second transmission gear set is controlled to be disengaged to interrupt the power input of the differential housing to prevent interference, so that the rotational speed of the left wheel of the vehicle is equal to and opposite to that of the right wheel.

[0089] It should be noted that in the above several adjustment combinations, based on the selection of the speed ratios of the second transmission gear set and the third transmission gear set, and based on the selection of the speed ratios of the first transmission gear set and the second transmission gear set, the slip friction degree of the engagement and disengagement device K2 corresponding to the speed ratio of the second transmission gear set is relatively high, mainly used to adjust the rotational speed difference between the left half shaft and the right half shaft to ensure that the rotational speeds of the left and right wheels are equal and opposite; In the selection based on the speed ratios of the first transmission gear set and the third transmission gear set and the selection based on the speed ratios of the first transmission gear set, the second transmission gear set and the third transmission gear set, the slip friction and engagement degrees of the engagement and disengagement device K1 corresponding to the speed ratio of the first transmission gear set and the engagement and disengagement device K3 corresponding to the speed ratio of the third transmission gear set need to be dynamically adjusted according to the rotational speed requirements of the left and right half shafts to ensure that the rotational speeds of the left and right wheels are equal and opposite, and when the adjustment is completed, the user can actively confirm that the in-situ turning mode has been completed and return to the initial state, that is, the normal driving condition.

[0090] Thus, when the vehicle is in the in-situ turning condition, based on the actual rotational speed requirements of the left and right half shafts, by adjusting the engagement, slip friction or disengagement states of the engagement and disengagement devices corresponding to each transmission gear set, it is ensured that the rotational speeds of the left and right wheels are equal and opposite in the in-situ turning condition of the vehicle, thereby completing the in-situ turning operation.

[0091] Optionally, in an embodiment of the present application, the multiple transmission gear sets include the first to third transmission gear sets, and the current driving condition is a wheel speed adjustment condition. Selecting the speed ratios of the multiple transmission gear sets based on the current driving condition and determining the target states of the engagement / disengagement devices corresponding to each transmission gear set includes: predicting the target running trajectory of the vehicle based on the current driving information of the vehicle; when the target running trajectory is inconsistent with the actual running trajectory of the vehicle, based on the speed ratio relationship between the first transmission gear set and the second transmission gear set, adjusting the engagement / disengagement device corresponding to the first transmission gear set to the seventh slip friction state or the seventh engagement state, and adjusting the engagement / disengagement device corresponding to the second transmission gear set to the eighth slip friction state or the eighth engagement state, so that the rotational speed of the left wheel of the vehicle is greater than the rotational speed of the right wheel of the vehicle; or, based on the speed ratio relationship between the second transmission gear set and the third transmission gear set, adjusting the engagement / disengagement device corresponding to the second transmission gear set to the ninth slip friction state or the ninth engagement state, and adjusting the engagement / disengagement device corresponding to the third transmission gear set to the tenth slip friction state or the tenth engagement state, so that the rotational speed of the left wheel of the vehicle is greater than the rotational speed of the right wheel of the vehicle; or, based on the speed ratio relationship between the first transmission gear set and the second transmission gear set, adjusting the engagement / disengagement device corresponding to the first transmission gear set to the eleventh slip friction state or the eleventh engagement state, and adjusting the engagement / disengagement device corresponding to the second transmission gear set to the twelfth slip friction state or the twelfth engagement state, so that the rotational speed of the left wheel of the vehicle is less than or equal to the rotational speed of the right wheel of the vehicle.

[0092] Specifically, as Figure 3 shown, when the current driving condition is a wheel speed adjustment condition, the wheel speed adjustment mode is entered at this time. The system needs to predict the target running trajectory of the vehicle based on the current driving information of the vehicle, such as the steering wheel angle, vehicle speed, etc., and compare it with the actual running trajectory to obtain the deviation between the target running trajectory and the actual running trajectory, so as to determine whether there is understeer or oversteer in the vehicle. If so, the rotational speeds of the left and right wheels can be dynamically adjusted to optimize the steering performance.

[0093] Specifically, in the wheel speed adjustment working condition, the speed ratio of the first transmission gear set determines the power transmission ratio from the drive motor to the left half shaft. Usually, a moderate speed ratio is selected to balance the power output and response speed. If it is necessary to increase the speed of the left wheel, a lower speed ratio is selected to increase the torque output. If it is necessary to decrease the speed of the left wheel, a higher speed ratio is selected to reduce the torque output. The speed ratio of the second transmission gear set determines the power transmission ratio from the drive motor to the differential housing. A moderate speed ratio needs to be selected to balance the power distribution between the left and right wheels. If fine control of the left and right wheels is required, a moderate speed ratio is selected to ensure the stability of the differential housing. If it is necessary to enhance the power of a certain side wheel, the speed ratio is appropriately adjusted to optimize the power distribution. The speed ratio of the third transmission gear set determines the power transmission ratio from the drive motor to the right half shaft. Usually, a speed ratio symmetric to the first transmission gear set is selected to achieve dynamic adjustment of the left and right wheel speeds. If it is necessary to increase the speed of the right wheel, a lower speed ratio is selected to increase the torque output. If it is necessary to decrease the speed of the right wheel, a higher speed ratio is selected to reduce the torque output, so that the rotational speed of the left wheel of the vehicle is greater than the rotational speed of the right wheel of the vehicle, or the rotational speed of the left wheel of the vehicle is less than or equal to the rotational speed of the right wheel of the vehicle. Based on the selection of different speed ratios of the above-mentioned multiple transmission gear sets, the target states of the corresponding engagement and disengagement devices can include the following combinations.

[0094] For example, the first combination method can be based on the selection of the speed ratio of the first transmission gear set and the speed ratio of the second transmission gear set: If the speed ratio of the first transmission gear set is equal to the speed ratio of the second transmission gear set, that is, when K1 = K2, at this time, the engagement and disengagement device K1 corresponding to the first transmission gear set is adjusted to the seventh engagement state to allow the power of the left half shaft to be gradually transmitted and avoid instantaneous impact. Among them, K1 can be dynamically adjusted according to the rotational speed requirement of the left half shaft. At the same time, the engagement and disengagement device K2 corresponding to the second transmission gear set is adjusted to the eighth slip friction state to indirectly affect the power distribution between the left and right wheels through the differential housing. Among them, K2 can be dynamically adjusted according to the rotational speed requirement of the right half shaft, and the engagement and disengagement device K3 corresponding to the third transmission gear set is controlled to be disengaged to isolate the power input of the right half shaft, so that the rotational speed of the left wheel of the vehicle is greater than the rotational speed of the right wheel of the vehicle; If the speed ratio of the first transmission gear set is less than the speed ratio of the second transmission gear set, that is, when K1 < K2, at this time, the engagement and disengagement device K1 corresponding to the first transmission gear set is adjusted to the seventh engagement state, and at the same time, the engagement and disengagement device K2 corresponding to the second transmission gear set is adjusted to the eighth engagement state, or the engagement and disengagement device K1 corresponding to the first transmission gear set is adjusted to the seventh engagement state, and at the same time, the engagement and disengagement device K2 corresponding to the second transmission gear set is adjusted to the eighth slip friction state, or the engagement and disengagement device K1 corresponding to the first transmission gear set is adjusted to the seventh slip friction state, and at the same time, the engagement and disengagement device K2 corresponding to the second transmission gear set is adjusted to the eighth engagement state, so that the rotational speed of the left wheel of the vehicle is greater than the rotational speed of the right wheel of the vehicle.

[0095] Optionally, the second combination method can be based on the selection of the speed ratios of the second transmission gear set and the third transmission gear set: If the speed ratios of the second transmission gear set and the third transmission gear set are equal, i.e., when K2 = K3, at this time, the engagement and disengagement device K2 corresponding to the second transmission gear set is adjusted to the ninth engaged state, and at the same time, the engagement and disengagement device K3 corresponding to the third transmission gear set is adjusted to the tenth slipping friction state. Or, if the speed ratio of the second transmission gear set is less than the speed ratio of the third transmission gear set, i.e., K2 < K3, at this time, the engagement and disengagement device K2 corresponding to the second transmission gear set is adjusted to the ninth engaged state, and at the same time, the engagement and disengagement device K3 corresponding to the third transmission gear set is adjusted to the tenth engaged state, or the engagement and disengagement device K2 corresponding to the second transmission gear set is adjusted to the ninth slipping friction state, and at the same time, the engagement and disengagement device K3 corresponding to the third transmission gear set is adjusted to the tenth engaged state. Or, if the speed ratio of the second transmission gear set is greater than the speed ratio of the third transmission gear set, i.e., K2 > K3, at this time, the engagement and disengagement device K2 corresponding to the second transmission gear set is adjusted to the ninth engaged state, and at the same time, the engagement and disengagement device K3 corresponding to the third transmission gear set is adjusted to the tenth slipping friction state, so as to dynamically adjust the power distribution between the left and right wheels through the differential housing, allowing the power of the right half shaft to be gradually transmitted. Among them, the adjustment of K2 can be dynamically adjusted according to the rotational speed requirement of the left half shaft, the adjustment of K3 can be dynamically adjusted according to the rotational speed requirement of the right half shaft, and the engagement and disengagement device K1 corresponding to the first transmission gear set is controlled to be disengaged to isolate the power input of the left half shaft, so that the rotational speed of the left wheel of the vehicle is greater than the rotational speed of the right wheel of the vehicle.

[0096] Optionally, the third combination method can be based on the selection of the speed ratios of the first transmission gear set and the second transmission gear set: If the speed ratio of the first transmission gear set is greater than the speed ratio of the second transmission gear set, i.e., K1 > K2, at this time, the engagement and disengagement device K1 corresponding to the first transmission gear set is adjusted to the eleventh engaged state, allowing the power of the left half shaft to be gradually transmitted. Among them, K1 can be dynamically adjusted according to the rotational speed requirement of the left half shaft, and at the same time, the engagement and disengagement device K2 corresponding to the second transmission gear set is adjusted to the twelfth engaged state, so as to dynamically adjust the power distribution between the left and right wheels through the differential housing. Among them, K2 can be dynamically adjusted according to the rotational speed requirement of the right half shaft, or the engagement and disengagement device K1 corresponding to the first transmission gear set is adjusted to the eleventh slipping friction state, and at the same time, the engagement and disengagement device K2 corresponding to the second transmission gear set is adjusted to the twelfth engaged state, or the engagement and disengagement device K1 corresponding to the first transmission gear set is adjusted to the eleventh engaged state, and at the same time, the engagement and disengagement device K2 corresponding to the second transmission gear set is adjusted to the twelfth slipping friction state. Finally, the engagement and disengagement device K3 corresponding to the third transmission gear set is controlled to be disengaged to isolate the power input of the right half shaft, so that the rotational speed of the left wheel of the vehicle is less than or equal to the rotational speed of the right wheel of the vehicle.

[0097] It should be noted that, in the above-mentioned several adjustment combinations, based on the speed ratio of the first transmission gear set and the speed ratio selection of the second transmission gear set, the slip and engagement degree of K2 is dynamically adjusted according to the speed requirement of the right half shaft, and the slip / engagement degree of K1 is dynamically adjusted according to the speed requirement of the left half shaft. Based on the speed ratio of the second transmission gear set and the speed ratio of the third transmission gear set, the slip / engagement degree of K2 is dynamically adjusted according to the speed requirement of the left half shaft, and the slip / engagement degree of K3 is dynamically adjusted according to the speed requirement of the right half shaft, so as to ensure that the vehicle achieves the difference in left and right wheel speeds under the wheel speed adjustment condition, thereby meeting the needs of fast turning, etc., and when the adjustment is completed, the system independently determines whether the wheel speed adjustment mode is completed. By detecting the wheel speed through the sensor, the left and right wheel speed states can be confirmed, and it can be determined whether the system has completed the wheel speed adjustment. If it has been completed, it can return to the initial state, that is, the normal driving condition.

[0098] Therefore, when the wheel speed is adjusted, based on the deviation between the vehicle's target running trajectory and the actual running trajectory, the power requirements of the left and right wheels, and the actual driving conditions, the system can achieve precise control of the left and right wheel speeds by flexibly adjusting the speed ratio and the state of the coupling and disconnecting device, thereby optimizing the vehicle's steering performance.

[0099] In step S103, torque control is performed on the vehicle according to the speed ratios of the plurality of transmission gear sets and the target state of the disconnecting device corresponding to each transmission gear set.

[0100] Specifically, in the embodiment of the present application, based on the selection of speed ratios of the above-mentioned multiple transmission gear sets corresponding to different current driving conditions, and the target state of the coupling and disconnecting device corresponding to each transmission gear set, precise control of the power of the left and right wheels or the front and rear axles is achieved, so as to achieve that in the escape or climbing conditions, by adjusting the state of the coupling and disconnecting devices (such as K1, K2, K3), the rotation speeds of the left and right half-axles can be equal to ensure that the non-slip side wheels obtain sufficient driving force; in normal driving conditions, a moderate speed ratio can be selected and the open differential function can be maintained to improve fuel economy or power utilization; in the condition of turning around on the spot, the speed ratio can be adjusted to ensure that the non-slip side wheels obtain sufficient driving force ... The speed ratios of multiple transmission gear sets and the target states of the corresponding engaging and disengaging devices make the left and right wheel speeds equal and in opposite directions, thereby achieving quick U-turns; under the wheel speed adjustment condition, the speed ratios of multiple transmission gear sets and the target states of the corresponding engaging and disengaging devices can be adjusted to make the left wheel speed of the vehicle greater than the right wheel speed of the vehicle, or to make the left wheel speed of the vehicle less than or equal to the right wheel speed of the vehicle, and the target states of the corresponding engaging and disengaging devices can be adjusted based on the above-mentioned different current driving conditions to achieve torque control of the vehicle, thereby improving the vehicle's handling, stability and escape ability, and ensuring that the vehicle is always in a safe operating state.

[0101] Optionally, in one embodiment of the present application, after the vehicle is torque controlled according to the speed ratios of multiple transmission gear sets and the target state of the engaging and disconnecting devices corresponding to each transmission gear set, it also includes: detecting whether the vehicle is in a fault state; if the vehicle is in a fault state, adjusting the speed ratios of multiple transmission gear sets and the target state of the engaging and disconnecting devices corresponding to each transmission gear set based on the safety protection strategy and the vehicle's new current driving information and current driving road surface information until the vehicle is no longer in a fault state.

[0102] Specifically, after the vehicle is torque controlled according to the speed ratios of multiple transmission gear sets and the target state of the engaging and disconnecting devices corresponding to each transmission gear set, in order to avoid mechanical damage caused by excessive use of the clutch or other reasons, it is necessary to further detect whether the vehicle is in a fault state. If the vehicle is in a fault state, the speed ratios of multiple transmission gear sets and the sliding, engaging or disconnecting states of the engaging and disconnecting devices corresponding to each transmission gear set are dynamically adjusted based on the safety protection strategy and the vehicle's new current driving information and current driving road surface information, for example, the engaging and disconnecting devices are switched to the initial state or completely disconnected control.

[0103] Furthermore, if the vehicle's current driving condition changes (such as skidding to a stop or turning to an end), it will be restored to a more appropriate operating mode accordingly. At the same time, a safety upper limit needs to be set to avoid vehicle loss of control due to excessive intervention. During the entire process, the system health status is always monitored to ensure that there is no mechanical damage due to excessive use of the clutch or other reasons. Therefore, through real-time monitoring, dynamic adjustment, intelligent regulation and extreme working condition optimization, the vehicle's handling, stability and safety are significantly improved, while the user experience is enhanced.

[0104] Therefore, based on the analysis of the above specific embodiments, the present application can achieve the following beneficial effects:

[0105] (1) Improve vehicle handling and stability: By adjusting the speed ratio of multiple transmission gears and the state of the engagement and disengagement devices, the power of the left and right wheels or the front and rear axles can be precisely controlled. On slippery, icy and snowy roads with low adhesion, the system can dynamically adjust the torque distribution according to actual needs to avoid excessive slippage of one side of the wheel, thereby enhancing the stability and safety of the vehicle.

[0106] (2) Enhanced escape capability and off-road performance: In escape or climbing conditions, by adjusting the state of the engagement and disengagement devices (such as K1, K2, and K3), the rotation speeds of the left and right half-axles can be made equal, ensuring that the non-slipping wheels have sufficient driving force. In extreme cases (such as one wheel being completely suspended in the air), the system can also dynamically adjust the torque distribution to maximize the use of available grip and help the vehicle escape smoothly;

[0107] (3) Different speed ratio schemes can be formulated to meet the requirements of different vehicle models, featuring high expandability, low cost, and flexible function configuration.

[0108] (4) Achieve intelligent and adaptive control: The system can adjust the speed ratio and the state of the engagement and disengagement device in real time according to the current driving information (such as vehicle speed, steering wheel angle, left and right wheel speeds) and road surface information (such as friction coefficient, slope), realizing intelligent torque control. After completing the torque control, the system can further detect whether the vehicle is in a fault state and adjust the speed ratio and the state of the engagement and disengagement device based on the safety protection strategy to ensure that the vehicle is always in a safe operating state.

[0109] In summary, for the vehicle torque control method according to the embodiments of the present application, the current driving information and the current driving road surface information of the vehicle are obtained, and the current driving condition of the vehicle is identified based on the current driving information and the current driving road surface information. Furthermore, the speed ratios of multiple transmission gear sets are selected through the current driving condition, and the target state of the engagement and disengagement device corresponding to each transmission gear set is determined, so as to control the vehicle torque according to the speed ratios of multiple transmission gear sets and the target state of the engagement and disengagement device corresponding to each transmission gear set. This method can be based on the selection of different speed ratios of multiple transmission gear sets and cooperate with the engagement and disengagement device, thereby realizing the vehicle torque control method under different working conditions to meet the requirements of getting out of trouble and handling performance in complex road conditions.

[0110] Figure 4 It is a schematic structural diagram of a vehicle torque control device provided by the embodiments of the present application.

[0111] Exemplarily, as Figure 4 shown, the vehicle torque control device includes multiple transmission gear sets and the engagement and disengagement device corresponding to each transmission gear set. This device may include: an acquisition module 100, a determination module 200, and a control module 300.

[0112] The acquisition module 100 is used to acquire the current driving information and the current driving road surface information of the vehicle.

[0113] The determination module 200 is used to identify the current driving condition of the vehicle based on the current driving information and the current driving road surface information, select the speed ratios of multiple transmission gear sets based on the current driving condition, and determine the target state of the engagement and disengagement device corresponding to each transmission gear set.

[0114] The first control module 300 is used to control the vehicle torque according to the speed ratios of multiple transmission gear sets and the target state of the engagement and disengagement device corresponding to each transmission gear set.

[0115] Optionally, in one embodiment of the present application, the current driving condition is any one of a normal driving condition, an escape condition, a climbing condition, an on-the-spot U-turn condition and a wheel speed adjustment condition.

[0116] Optionally, in one embodiment of the present application, the determination module 200 includes:

[0117] The first adjusting unit is used to adjust the engaging and disengaging device corresponding to the second transmission gear set to a first engaging state based on the speed ratio of the second transmission gear set.

[0118] Optionally, in one embodiment of the present application, the determination module 200 includes:

[0119] a calculation unit, for calculating a slip rate of an inner wheel and a slip rate of an outer wheel of the vehicle based on current driving information of the vehicle;

[0120] The second adjustment unit is used to adjust the engaging and disengaging device corresponding to the first transmission gear set to the first slipping state or the second engaging state, and adjust the engaging and disengaging device corresponding to the second transmission gear set to the second slipping state or the third engaging state based on the speed ratio relationship between the first transmission gear set and the second transmission gear set when the slip rate of the inner wheel of the vehicle is greater than a preset threshold value or the slip rate of the outer wheel of the vehicle is greater than a preset threshold value, so as to make the rotational speeds of the left half shaft and the right half shaft of the vehicle equal.

[0121] Optionally, in one embodiment of the present application, the determination module 200 includes:

[0122] a setting unit for setting a target rotation rate of the vehicle based on the dimension data and performance parameters of the vehicle;

[0123] A third adjusting unit is used to adjust the engaging and disengaging device corresponding to the second transmission gear set to a third sliding state, and to adjust the engaging and disengaging device corresponding to the third transmission gear set to a fourth sliding state or a fourth engaging state based on the speed ratio relationship between the second transmission gear set and the third transmission gear set, so that the rotation speed of the left wheel of the vehicle is equal to the rotation speed of the right wheel and the direction is opposite; or,

[0124] The fourth adjustment unit is used to adjust the engaging and disengaging device corresponding to the first transmission gear set to the fifth sliding state or the fifth engaging state, and to adjust the engaging and disengaging device corresponding to the third transmission gear set to the sixth sliding state or the sixth engaging state based on the speed ratio relationship between the first transmission gear set and the third transmission gear set, so that the rotation speed of the left wheel of the vehicle is equal to the rotation speed of the right wheel and in opposite directions.

[0125] Optionally, in one embodiment of the present application, the determination module 200 includes:

[0126] A prediction unit for predicting a target running trajectory of the vehicle based on the current driving information of the vehicle;

[0127] A fifth adjustment unit for, when the target running trajectory is inconsistent with the actual running trajectory of the vehicle, adjusting the engagement and disengagement device corresponding to the first transmission gear set to a seventh slip friction state or a seventh engagement state, and adjusting the engagement and disengagement device corresponding to the second transmission gear set to an eighth slip friction state or an eighth engagement state based on the speed ratio relationship between the first transmission gear set and the second transmission gear set, so that the rotational speed of the left wheels of the vehicle is greater than the rotational speed of the right wheels of the vehicle; or,

[0128] A sixth adjustment unit for, based on the speed ratio relationship between the second transmission gear set and the third transmission gear set, adjusting the engagement and disengagement device corresponding to the second transmission gear set to a ninth slip friction state or a ninth engagement state, and adjusting the engagement and disengagement device corresponding to the third transmission gear set to a tenth slip friction state or a tenth engagement state, so that the rotational speed of the left wheels of the vehicle is greater than the rotational speed of the right wheels of the vehicle; or,

[0129] A seventh adjustment unit for, based on the speed ratio relationship between the first transmission gear set and the second transmission gear set, adjusting the engagement and disengagement device corresponding to the first transmission gear set to an eleventh slip friction state or an eleventh engagement state, and adjusting the engagement and disengagement device corresponding to the second transmission gear set to a twelfth slip friction state or a twelfth engagement state, so that the rotational speed of the left wheels of the vehicle is less than or equal to the rotational speed of the right wheels of the vehicle.

[0130] Optionally, in an embodiment of the present application, after torque control of the vehicle is performed according to the speed ratios of multiple transmission gear sets and the target states of the engagement and disengagement devices corresponding to each transmission gear set, the control module 300 further includes:

[0131] A detection unit for detecting whether the vehicle is in a fault state;

[0132] An adjustment unit for, if the vehicle is in a fault state, adjusting the speed ratios of multiple transmission gear sets and the target states of the engagement and disengagement devices corresponding to each transmission gear set based on a safety protection strategy and the new current driving information and current driving road surface information of the vehicle until the vehicle is not in a fault state.

[0133] In summary, the vehicle torque control device according to the embodiment of the present application acquires the current driving information and the current driving road surface information of the vehicle, identifies the current driving condition of the vehicle based on the current driving information and the current driving road surface information, and then selects the speed ratios of multiple transmission gear sets through the current driving condition, and determines the target states of the engagement and disengagement devices corresponding to each transmission gear set, so as to perform torque control on the vehicle according to the speed ratios of the multiple transmission gear sets and the target states of the engagement and disengagement devices corresponding to each transmission gear set. This method can be based on the selection of different speed ratios of multiple transmission gear sets and be combined with the engagement and disengagement devices, so as to realize the vehicle torque control method under different working conditions to meet the requirements of getting out of trouble and handling performance in complex road conditions.

[0134] Figure 2 A vehicle torque control system provided in this embodiment includes multiple transmission gear sets and the corresponding engagement and disengagement devices for each transmission gear set, a driving motor 1, a differential assembly 6, a first input shaft 2, a left half shaft 7, and a right half shaft 8. Among them, the multiple transmission gear sets include the first to third transmission gear sets. The first transmission gear set 3 includes a first driving wheel 31 and a first driven wheel 32. The second transmission gear set 4 includes a second driving wheel 41 and a second driven wheel 42. The third transmission gear set 5 includes a third driving wheel 51, a third intermediate wheel 52, and a third driven gear 53. Among them,

[0135] The driving motor 1 is connected to the first input shaft 2. The first input shaft 2 is arranged parallel to the upper sides of the left half shaft 7 and the right half shaft 8, and the engagement and disengagement devices corresponding to each transmission gear set are arranged in sequence in the first input shaft 2;

[0136] The first driving wheel 31 is arranged in the first input shaft 2, the first driven wheel 32 is arranged in the left half shaft 7, and the first driving wheel 31 and the first driven wheel 32 are connected;

[0137] The second driving wheel 41 is arranged in the first input shaft 2, the second driven wheel 42 is installed in the differential assembly 6, and one end of the second driving wheel 41 and one end of the second driven wheel 42 are connected;

[0138] The third driving wheel 51 is arranged in the first input shaft 2, the third driven wheel 53 is arranged in the right half shaft 8, one end of the third driving wheel 51 is connected to one end of the third intermediate wheel 52, and the other end of the third intermediate wheel 52 is connected to one end of the third driven gear 53;

[0139] A second control module for performing torque control on the vehicle according to the speed ratios of multiple transmission gear sets and the target states of the engagement and disengagement devices corresponding to each transmission gear set.

[0140] Figure 5 A structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0141] It should be understood that the methods described above can be applied to Figure 5 vehicles with the structures shown.

[0142] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor. Among them, executable program code is stored in the memory, and the processor is used to call and execute the executable program code to execute the vehicle torque control method provided by the embodiment of the present application.

[0143] Furthermore, the device further includes: a communication interface 503, which is used for communication between the memory 501 and the processor 502.

[0144] In this embodiment, the device can be divided into functional modules according to the above method examples. For example, it can correspond to each functional module, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is illustrative, only a logical function division, and there may be other division methods in actual implementation.

[0145] It should be noted that all relevant contents of each step involved in the above method embodiment can be cited in the function description of the corresponding functional module, and will not be elaborated here.

[0146] It should be understood that the device provided in this embodiment is used to execute the above vehicle torque control method, so the same effect as the above implementation method can be achieved.

[0147] In the case of adopting an integrated unit, the device may include a processing module and a storage module. Among them, when the device is applied to a vehicle, the processing module can be used to control and manage the actions of the vehicle. The storage module can be used to support the vehicle to execute mutual program codes, etc.

[0148] Among them, the processing module can be the processor 502 or a controller, which can implement or execute various exemplary logical blocks, modules, and circuits described in combination with the disclosure of the present application. The processor 502 can also be a combination that realizes computing functions, such as including a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module can be the memory 501.

[0149] In addition, the device provided in the embodiment of the present application can specifically be a chip, a component, or a module. The chip may include a connected processor 502 and a memory 501; among them, the memory 501 is used to store instructions, and when the processor calls and executes the instructions, the chip can execute the vehicle torque control method provided in the above embodiment.

[0150] This embodiment also provides a computer-readable storage medium, in which computer program code is stored. When the computer program code runs on a computer, the computer is caused to execute the above-related method steps to implement a vehicle torque control method provided in the above embodiment.

[0151] This embodiment also provides a computer program product. When the computer program product runs on a computer, the computer is caused to execute the above-related steps to implement a vehicle torque control method provided in the above embodiment.

[0152] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be elaborated here.

[0153] Through the description of the above embodiments, those skilled in the art can understand that for the convenience and conciseness of description, only the above division of each functional module is used as an example. In actual applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0154] In the embodiments provided in this application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection between each other can be through some interfaces. The indirect coupling or communication connection of the device or unit can be in an electrical, mechanical or other form.

[0155] The above content is only the specific implementation manner of this application, but the protection scope of this application is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed in this application, and all should be covered by the protection scope of this application. Therefore, the protection scope of this application should be subject to the protection scope of the claims.

Claims

1. A method for controlling vehicle torque, characterized in that: The torque control device of the vehicle includes a plurality of transmission gear sets and a corresponding engaging and disengaging device for each transmission gear set, and the method includes: Obtain the current driving information and current driving road information of the vehicle; Identifying a current driving condition of the vehicle based on the current driving information and the current driving road surface information, selecting speed ratios of the plurality of transmission gear sets based on the current driving condition, and determining a target state of an engaging and disengaging device corresponding to each transmission gear set; The vehicle is torque controlled according to the speed ratios of the plurality of transmission gear sets and the target state of the engaging and disengaging device corresponding to each transmission gear set.

2. The method according to claim 1, characterized in that: The current driving condition is any one of a normal driving condition, an escape condition, a climbing condition, an on-the-spot U-turn condition and a wheel speed adjustment condition.

3. The method according to claim 2, characterized in that The plurality of transmission gear sets include first to third transmission gear sets, and the current driving condition is the normal driving condition. The method of selecting the speed ratios of the plurality of transmission gear sets based on the current driving condition and determining the target state of the engaging and disengaging device corresponding to each transmission gear set includes: Based on the speed ratio of the second transmission gear set, the engaging and disengaging device corresponding to the second transmission gear set is adjusted to the first engaging state.

4. The method according to claim 2, characterized in that: The plurality of transmission gear sets include first to third transmission gear sets, and the current driving condition is an escape condition or a climbing condition, and the speed ratios of the plurality of transmission gear sets are selected based on the current driving condition, and a target state of the engaging and disengaging device corresponding to each transmission gear set is determined, including: Calculating a slip ratio of an inner wheel and a slip ratio of an outer wheel of the vehicle based on current driving information of the vehicle; When the slip rate of the inner wheel of the vehicle is greater than a preset threshold, or the slip rate of the outer wheel of the vehicle is greater than the preset threshold, based on the speed ratio relationship between the first transmission gear set and the second transmission gear set, the engaging and disengaging device corresponding to the first transmission gear set is adjusted to the first slipping state or the second engaging state, and the engaging and disengaging device corresponding to the second transmission gear set is adjusted to the second slipping state or the third engaging state, so that the rotational speeds of the left half shaft and the right half shaft of the vehicle are equal.

5. The method according to claim 2, characterized in that: The plurality of transmission gear sets include first to third transmission gear sets, and the current driving condition is the on-the-spot U-turn condition, and the speed ratios of the plurality of transmission gear sets are selected based on the current driving condition, and the target state of the engaging and disengaging device corresponding to each transmission gear set is determined, including: setting a target rotation rate of the vehicle based on dimensional data and performance parameters of the vehicle; Based on the speed ratio relationship between the second transmission gear set and the third transmission gear set, adjusting the engaging and disengaging device corresponding to the second transmission gear set to the third sliding state, and adjusting the engaging and disengaging device corresponding to the third transmission gear set to the fourth sliding state or the fourth engaging state, so that the rotation speed of the left wheel of the vehicle is equal to the rotation speed of the right wheel and the direction is opposite; Alternatively, based on the speed ratio relationship between the first transmission gear set and the third transmission gear set, the engaging and disengaging device corresponding to the first transmission gear set is adjusted to the fifth sliding state or the fifth engaging state, and the engaging and disengaging device corresponding to the third transmission gear set is adjusted to the sixth sliding state or the sixth engaging state, so that the rotational speed of the left wheel of the vehicle is equal to that of the right wheel and in opposite directions.

6. The method according to claim 2, characterized in that The plurality of transmission gear sets include first to third transmission gear sets, and the current driving condition is the wheel speed adjustment condition, and the speed ratios of the plurality of transmission gear sets are selected based on the current driving condition, and the target state of the engaging and disengaging device corresponding to each transmission gear set is determined, including: Predicting a target running trajectory of the vehicle based on current driving information of the vehicle; When the target running trajectory is inconsistent with the actual running trajectory of the vehicle, based on the speed ratio relationship between the first transmission gear set and the second transmission gear set, the engaging and disengaging device corresponding to the first transmission gear set is adjusted to the seventh sliding state or the seventh engaging state, and the engaging and disengaging device corresponding to the second transmission gear set is adjusted to the eighth sliding state or the eighth engaging state, so that the left wheel speed of the vehicle is greater than the right wheel speed of the vehicle; Alternatively, based on the speed ratio relationship between the second transmission gear set and the third transmission gear set, the engaging and disengaging device corresponding to the second transmission gear set is adjusted to a ninth sliding state or a ninth engaging state, and the engaging and disengaging device corresponding to the third transmission gear set is adjusted to a tenth sliding state or a tenth engaging state, so that the left wheel speed of the vehicle is greater than the right wheel speed of the vehicle; Alternatively, based on the speed ratio relationship between the first transmission gear set and the second transmission gear set, the engaging and disengaging device corresponding to the first transmission gear set is adjusted to the eleventh slipping state or the eleventh engaging state, and the engaging and disengaging device corresponding to the second transmission gear set is adjusted to the twelfth slipping state or the twelfth engaging state, so that the left wheel speed of the vehicle is less than or equal to the right wheel speed of the vehicle.

7. The method according to claim 1, characterized in that After the vehicle is torque controlled according to the speed ratios of the plurality of transmission gear sets and the target state of the engaging and disengaging device corresponding to each transmission gear set, the method further includes: Detecting whether the vehicle is in a fault state; If the vehicle is in the fault state, the speed ratios of the multiple transmission gear sets and the target states of the engaging and disengaging devices corresponding to each transmission gear set are adjusted based on the safety protection strategy and the new current driving information and current driving road surface information of the vehicle until the vehicle is no longer in the fault state.

8. A vehicle torque control device, characterized in that: The device comprises a plurality of transmission gear sets and a corresponding engaging and disengaging device for each transmission gear set, and the device comprises: An acquisition module is used to acquire the current driving information of the vehicle and the current driving road surface information; a determination module, configured to identify a current driving condition of the vehicle based on the current driving information and the current driving road surface information, select a speed ratio of the plurality of transmission gear sets based on the current driving condition, and determine a target state of an engaging and disengaging device corresponding to each transmission gear set; The first control module is configured to perform torque control on the vehicle according to the speed ratios of the plurality of transmission gear sets and a target state of an engaging and disengaging device corresponding to each transmission gear set.

9. A vehicle torque control system, characterized in that: The invention comprises a plurality of transmission gear sets and a corresponding coupling and disconnecting device for each transmission gear set, a drive motor, a differential assembly, a first input shaft, a left half shaft and a right half shaft, wherein the plurality of transmission gear sets comprise first to third transmission gear sets, the first transmission gear set comprises a first driving wheel and a first driven wheel, the second transmission gear set comprises a second driving wheel and a second driven wheel, the third transmission gear set comprises a third driving wheel, a third intermediate wheel and a third driven gear, wherein, The driving motor is connected to the first input shaft, the first input shaft is arranged in parallel above the left half shaft and the right half shaft, and the engaging and disengaging devices corresponding to each transmission gear set are arranged in sequence in the first input shaft; The first driving wheel is arranged in the first input shaft, the first driven wheel is arranged in the left half shaft, and the first driving wheel and the first driven wheel are connected; The second driving wheel is arranged in the first input shaft, the second driven wheel is installed in the differential assembly, and one end of the second driving wheel is connected to one end of the second driven wheel; The third driving wheel is arranged in the first input shaft, the third driven wheel is arranged in the right half shaft, one end of the third driving wheel is connected to one end of the third intermediate wheel, and the other end of the third intermediate wheel is connected to one end of the third driven gear; The second control module is configured to perform torque control on the vehicle according to the speed ratios of the plurality of transmission gear sets and a target state of an engaging / disengaging device corresponding to each transmission gear set.

10. A vehicle, characterized in that: The vehicle comprises: a vehicle torque control method as described in any one of claims 1-7 above.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 7 is implemented.

Images