Vehicle control method and device, equipment and storage medium

Abstract

The embodiment of the invention provides a vehicle control method and device, equipment and a storage medium. The method comprises the steps that control parameters of a vehicle are obtained; according to the control parameters, calculating a first slip torque of a front axle and a second slip torque of a rear axle when the vehicle is in a running state; determining a slip torque boundary according to the first slip torque and the second slip torque; and controlling the vehicle to run in the state that the driving torque is lower than the slip torque boundary. According to the embodiment of the invention, by calculating the slip torque of the front axle and the rear axle, the slip torque boundary of the vehicle in the acceleration state can be estimated more accurately, the vehicle is controlled to run in the state that the driving torque is lower than the boundary, the uncertainty caused by dependence on experience or a measured value in a traditional method can be avoided, and the reliability of the vehicle is improved. The phenomenon that the tires slip on the ground in the acceleration process of the vehicle is effectively avoided, the out-of-control risk caused by slipping is reduced, and the driving safety of the vehicle is improved.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and particularly to a vehicle control method and device, an electronic device, and a storage medium. Background Art

[0002] The phenomenon of tire slipping on the ground when the vehicle is accelerating needs to be considered, and this requires calculating the slipping torque of the vehicle. However, vehicle designers usually rely on experience or measured values to judge the slipping torque at present, resulting in the inability to accurately estimate the slipping torque in the initial stage of vehicle design. Due to the low accuracy of the slipping torque, there are design risks in the overall vehicle power performance, which may lead to improper selection of the vehicle power system, thereby increasing the waste of cost and performance. Summary of the Invention

[0003] Embodiments of the present application provide a vehicle control method to solve the problem of increased cost and performance caused by the current method of judging slipping torque.

[0004] Correspondingly, embodiments of the present application also provide a vehicle control device, an electronic device, and a storage medium to ensure the implementation and application of the above method.

[0005] To solve the above problems, embodiments of the present application disclose a vehicle control method. The vehicle includes a front axle and a rear axle, and the vehicle has a corresponding driving torque. The method includes:

[0006] Obtain the control parameters of the vehicle;

[0007] According to the control parameters, calculate a first slipping torque of the front axle and a second slipping torque of the rear axle of the vehicle in a driving state;

[0008] Determine a slipping torque boundary according to the first slipping torque and the second slipping torque;

[0009] Control the vehicle to travel in a state where the driving torque is lower than the slipping torque boundary.

[0010] Optionally, the vehicle further includes a center of mass. The control parameters include static parameters of the vehicle in a static state and driving parameters of the vehicle in a driving state. According to the control parameters, calculating the first slipping torque of the front axle and the second slipping torque of the rear axle of the vehicle in a driving state includes:

[0011] According to the static parameters, calculate a first distance from the center of mass of the vehicle to the rear axle in a static state;

[0012] Calculate a first slip torque of the front axle and a second slip torque of the rear axle of the vehicle in a driving state according to the first distance, the static parameter, and the driving parameter.

[0013] Optionally, the static parameter includes a front axle static mass borne by the front axle of the vehicle in a static state, a vehicle curb weight, a gravitational acceleration, and a second distance from the front axle to the rear axle. Calculating a first distance from the center of mass of the vehicle to the rear axle in the static state according to the static parameter includes:

[0014] Multiply the front axle static mass, the gravitational acceleration, and the second distance to obtain a first value;

[0015] Multiply the vehicle curb weight and the gravitational acceleration to obtain a second value;

[0016] Calculate a first ratio between the first value and the second value;

[0017] Determine the first ratio as the first distance.

[0018] Optionally, the static parameter further includes a friction parameter between the vehicle and the ground. Calculating the first slip torque of the front axle and the second slip torque of the rear axle of the vehicle in the driving state according to the first distance, the static parameter, and the driving parameter includes:

[0019] Calculate a front axle dynamic mass borne by the front axle of the vehicle in the driving state according to the first distance, the static parameter, and the driving parameter;

[0020] Subtract the front axle dynamic mass from the vehicle curb weight to obtain a rear axle dynamic mass borne by the rear axle of the vehicle in the driving state;

[0021] Multiply the front axle dynamic mass, the gravitational acceleration, and the friction parameter to obtain the first slip torque of the front axle of the vehicle in the driving state; and multiply the rear axle dynamic mass, the gravitational acceleration, and the friction parameter to obtain the second slip torque of the rear axle of the vehicle in the driving state.

[0022] Optionally, the static parameter further includes a center of mass height from the center of mass to the ground and a front axle height from the front axle to the ground, and the driving parameter includes a driving acceleration of the vehicle in the driving state. Calculating the front axle dynamic mass borne by the front axle of the vehicle in the driving state according to the first distance, the static parameter, and the driving parameter includes:

[0023] Subtract the front axle height from the center of mass height to obtain a third value;

[0024] Multiply the vehicle mass, the driving acceleration, and the third value to obtain a fourth value;

[0025] Multiply the gravitational acceleration and the second distance to obtain a fifth value;

[0026] Subtract the first value from the fourth value to obtain a sixth value;

[0027] Calculate a second ratio between the fifth value and the sixth value;

[0028] Determine the second ratio as the dynamic mass of the front axle.

[0029] Optionally, the driving acceleration has a corresponding preset torque. Determining a slip torque boundary according to the first slip torque and the second slip torque includes:

[0030] Compare the first slip torque and the second slip torque;

[0031] If the first slip torque is greater than the second slip torque, determine the first slip torque as the target slip torque; or, if the first slip torque is less than the second slip torque, determine the second slip torque as the target slip torque; or, if the first slip torque is equal to the second slip torque, determine either the first slip torque or the second slip torque as the target slip torque;

[0032] Determine the slip torque boundary according to the target slip torque and the preset torque.

[0033] Optionally, determining the slip torque boundary according to the target slip torque and the preset torque includes:

[0034] If the target slip torque is greater than or equal to the preset torque, determine the target slip torque as the slip torque boundary; or,

[0035] If the target slip torque is less than the preset torque, reduce the preset torque to obtain a target preset torque, and determine the slip torque boundary according to the target preset torque.

[0036] An embodiment of the present application also discloses a vehicle control device. The vehicle includes a front axle and a rear axle, and the vehicle has a corresponding driving torque. The device includes:

[0037] An acquisition module, configured to acquire control parameters of the vehicle;

[0038] A calculation module, configured to calculate a first slip torque of the front axle and a second slip torque of the rear axle of the vehicle in a driving state according to the control parameters;

[0039] A determination module, configured to determine a slip torque boundary according to the first slip torque and the second slip torque;

[0040] A control module, configured to control the vehicle to travel in a state where the driving torque is lower than the slip torque boundary.

[0041] An embodiment of the present application also discloses an electronic device, including: a processor; and a memory storing executable code thereon, which when executed, causes the processor to execute the vehicle control method according to any one of the embodiments of the present application.

[0042] An embodiment of the present application also discloses one or more machine-readable media storing executable code thereon, which when executed, causes a processor to execute the vehicle control method according to any one of the embodiments of the present application.

[0043] Compared with the prior art, the embodiments of the present application have the following advantages:

[0044] In the embodiment of the present application, the vehicle includes a front axle and a rear axle, the vehicle has a corresponding driving torque, and control parameters of the vehicle are obtained; according to the control parameters, a first slip torque of the front axle and a second slip torque of the rear axle of the vehicle in a driving state are calculated; according to the first slip torque and the second slip torque, a slip torque boundary is determined; the vehicle is controlled to travel in a state where the driving torque is lower than the slip torque boundary. In the embodiment of the present application, by calculating the slip torques of the front axle and the rear axle, the slip condition of the vehicle during acceleration can be predicted more accurately, avoiding the uncertainty brought by relying on experience or measured values in the traditional method, which helps to accurately predict the slip torque at the initial stage of vehicle design and reduce the design risk. By determining the slip torque boundary and controlling the vehicle to travel in a state where the driving torque is lower than this boundary, the phenomenon of the tire slipping on the ground during vehicle acceleration can be effectively avoided, which not only improves the handling stability of the vehicle, but also ensures the efficient operation of the power system and avoids power loss caused by slipping. Due to the accurate calculation and boundary control of the slip torque, vehicle designers can more reasonably select the configuration of the power system, avoid improper selection of the power system due to inaccurate prediction of the slip torque, which reduces unnecessary costs and performance waste and improves the overall economy of vehicle design. By calculating and controlling the slip torque in real time, the slip phenomenon of the vehicle during acceleration is effectively suppressed, reducing the risk of out-of-control caused by slipping and improving the driving safety of the vehicle. Description of the Drawings

[0045] Figure 1 is a flowchart of the steps of an embodiment of a vehicle control method of the present application;

[0046] Figure 2 is a schematic diagram of a vehicle of the present application;

[0047] Figure 3 is a schematic diagram of a judgment process for the slip torque boundary of the present application;

[0048] Figure 4 is a structural block diagram of an embodiment of a vehicle control device of the present application;

[0049] Figure 5 is a schematic structural diagram of a device provided by an embodiment of the present application. Detailed implementation manners

[0050] To make the above objects, features, and advantages of the present application more obvious and understandable, the present application will be further described in detail below with reference to the accompanying drawings and specific implementation manners.

[0051] The vehicle includes a front axle and a rear axle. The front axle and the rear axle are important components of the vehicle chassis, located at the front and rear of the vehicle respectively, and are used to support the vehicle weight and transmit power. In vehicle design, the driving torque generated by the power system (such as an engine or an electric motor) can be distributed to the front axle, the rear axle, or both the front and rear axles through the transmission system.

[0052] The magnitude of the driving torque directly affects the acceleration performance, climbing ability, and power performance of the vehicle. During vehicle driving, the distribution of the driving torque needs to be dynamically adjusted according to the driving state of the vehicle (such as acceleration, turning, climbing, etc.) to ensure the stability and power efficiency of the vehicle.

[0053] Refer to Figure 1 , which is a step flowchart of an embodiment of a vehicle control method of the present application, including the following steps:

[0054] Step 101, obtain the control parameters of the vehicle;

[0055] It should be noted that the control parameters are used to calculate the slip torque between the tire and the ground when the vehicle is in an accelerating state.

[0056] In the embodiment of the present application, by obtaining the actual control parameters of the vehicle, the accuracy of subsequent calculations is ensured, errors caused by inaccurate parameters are avoided, and the calculations can be dynamically adjusted according to the actual state of the vehicle to adapt to different driving conditions.

[0057] Step 102, calculate a first slip torque of the front axle and a second slip torque of the rear axle of the vehicle in the driving state according to the control parameters;

[0058] It should be noted that the driving state refers to the dynamic working conditions of the vehicle during the movement process, including acceleration, deceleration, turning, etc. The driving state is a prerequisite for calculating the slip torque. Only during the dynamic process will the axle load distribution of the vehicle change, thereby affecting the calculation of the slip torque. In the embodiments of the present application, the main focus is on the acceleration state, that is, the slip phenomenon between the tires and the ground during the vehicle acceleration process.

[0059] Specifically, in the acceleration state, the driving force of the vehicle is transmitted to the ground through the tires. If the driving force is too large and exceeds the maximum frictional force between the tires and the ground, the tires will slip, and the parameters in the driving state will directly affect the calculation of the slip torque of the front and rear axles.

[0060] The first slip torque of the front axle refers to the torque value corresponding to the maximum frictional force between the front axle tires and the ground in the driving state of the vehicle. Exceeding this torque value, the front axle tires will slip. Obtaining the slip torque of the front axle is to determine the maximum driving force allowed for the front axle in the acceleration state and avoid the front axle tires from slipping.

[0061] Similarly, the second slip torque of the rear axle refers to the torque value corresponding to the maximum frictional force between the rear axle tires and the ground in the driving state of the vehicle. Exceeding this torque value, the rear axle tires will slip. Obtaining the slip torque of the rear axle is used to determine the maximum driving force allowed for the rear axle in the acceleration state and avoid the rear axle tires from slipping.

[0062] In the embodiments of the present application, by calculating the slip torque of the front and rear axles, the system can determine the maximum driving force allowed for the vehicle in the acceleration state, avoid tire slipping, and thus improve the driving safety and power performance of the vehicle.

[0063] Step 103: Determine the slip torque boundary according to the first slip torque and the second slip torque;

[0064] It should be noted that the slip torque boundary refers to the torque value corresponding to the maximum frictional force between the tires and the ground during the vehicle driving process. Exceeding this boundary, the tires will lose grip and slip. It can be understood that the slip torque boundary is the upper limit of the vehicle power output to ensure that the vehicle will not cause tire slipping due to excessive driving force during the driving process.

[0065] Specifically, by comprehensively considering the first slip torque and the second slip torque, the maximum torque value that can be transmitted between the tires and the ground without slipping during the dynamic processes such as acceleration, deceleration, or turning of the vehicle is obtained, that is, the slip torque boundary in the embodiments of the present application.

[0066] Step 104: Control the vehicle to drive in a state where the driving torque is lower than the slip torque boundary.

[0067] During vehicle driving, vehicle slippage may cause the vehicle to lose control, especially on wet or low-friction roads. Therefore, in an embodiment of the present application, the vehicle's driving torque is controlled to ensure that the vehicle's driving torque is always lower than the slip torque boundary, thereby avoiding tire slippage and ensuring the vehicle's driving safety and power performance.

[0068] Specifically, the vehicle's driving torque (i.e., the torque output by the vehicle's power system) is monitored in real time and compared with the slip torque boundary. If the driving torque approaches or exceeds the slip torque boundary, the driving torque can be reduced by:

[0069] 1) Reduce power output: Reduce the torque output of the motor or engine.

[0070] 2) Adjust the transmission system: adjust the torque distribution through the gearbox or transmission system.

[0071] In addition, skidding can lead to increased tire wear. In the embodiment of the present application, by controlling the driving torque of the vehicle, vehicle skidding can be avoided, the service life of the tires can be extended, and maintenance costs can be reduced.

[0072] The embodiment of the present application can more accurately predict the slipping of the vehicle under acceleration by calculating the slipping torque of the front axle and the rear axle, avoiding the uncertainty caused by relying on experience or measured values ​​in traditional methods, and helping to accurately predict the slipping torque in the early stage of vehicle design and reduce design risks. By determining the slipping torque boundary and controlling the vehicle to travel under the state where the driving torque is lower than the boundary, the phenomenon of tires slipping with the ground during acceleration can be effectively avoided, which not only improves the handling stability of the vehicle, but also ensures the efficient operation of the power system and avoids power loss caused by slipping. Due to the accurate calculation and boundary control of the slipping torque, vehicle designers can more reasonably select the configuration of the power system and avoid improper selection of the power system due to inaccurate slipping torque estimation, which reduces unnecessary cost and performance waste and improves the overall economy of vehicle design. By calculating and controlling the slipping torque in real time, the slipping phenomenon of the vehicle during acceleration is effectively suppressed, reducing the risk of loss of control due to slipping and improving the driving safety of the vehicle.

[0073] In one embodiment of the present application, the vehicle further includes a center of mass, the control parameters include stationary parameters of the vehicle in a stationary state and driving parameters of the vehicle in a driving state, and step 102, calculating a first slip torque of the front axle and a second slip torque of the rear axle of the vehicle in a driving state according to the control parameters, includes:

[0074] Calculating a first distance from the center of mass of the vehicle to the rear axle in a stationary state according to the stationary parameter;

[0075] Calculate a first slip torque of the front axle and a second slip torque of the rear axle of the vehicle in a driving state according to the first distance, the static parameter, and the driving parameter.

[0076] Refer to Figure 2 , which is a schematic diagram of a vehicle in this application. In addition to the front axle and the rear axle, the vehicle also includes a center of mass G. In vehicle dynamics, the center of mass is also called the center of gravity or the center of mass, which refers to the point where all the mass of the vehicle is concentrated and is a key reference point for force analysis during the vehicle's movement. In vehicle design, the position of the center of mass directly affects the stability, handling performance, and power performance of the vehicle.

[0077] It should be noted that the control parameters in the embodiments of this application include static parameters of the vehicle in a static state, such as the weight distribution of the vehicle, the position of the center of mass, etc., and also include driving parameters of the vehicle in a driving state, such as driving acceleration.

[0078] The vehicle is equipped with a variety of sensors for obtaining relevant parameters. Specifically, by collecting and processing the data collected by each sensor in the vehicle, the weight distribution and the position of the center of mass of the vehicle can be obtained, while the driving parameters are pre-set parameters in the early stage, and the vehicle will drive on the road with the current driving parameters.

[0079] In a static state, according to the static parameters of the vehicle (such as the weight distribution of the vehicle, the wheelbase, etc.), the distance from the center of mass to the rear axle (referred to as the first distance) can be calculated, and this distance is an important parameter for subsequent calculation of the slip torque.

[0080] According to parameters such as the position of the center of mass, the acceleration of the vehicle, and the weight distribution, calculate the torque value corresponding to the maximum friction force between the front axle tires and the ground. Exceeding this torque value, the front axle tires will slip.

[0081] Similarly, according to parameters such as the position of the center of mass, the acceleration of the vehicle, and the weight distribution, calculate the torque value corresponding to the maximum friction force between the rear axle tires and the ground. Exceeding this torque value, the rear axle tires will slip.

[0082] By calculating the slip torques of the front axle and the rear axle in the embodiments of this application, the maximum driving force of the vehicle in an accelerating state can be determined, and it is ensured that the driving torque is always lower than the slip torque boundary to avoid tire slip and improve the driving safety and power performance of the vehicle.

[0083] In an embodiment of this application, the static parameter includes the front axle static mass borne by the front axle of the vehicle in a static state, the total vehicle mass of the vehicle, the acceleration due to gravity, and a second distance from the front axle to the rear axle. According to the static parameter, calculating the first distance from the center of mass of the vehicle to the rear axle in a static state includes:

[0084] Multiply the front axle static mass, the acceleration due to gravity, and the second distance to obtain a first value;

[0085] Multiply the vehicle's total mass and the acceleration due to gravity to obtain a second value;

[0086] Calculate a first ratio between the first value and the second value;

[0087] Determine the first ratio as the first distance.

[0088] In the embodiments of the present application, the static parameters to be obtained include the front axle static mass borne by the front axle of the vehicle in a stationary state, the vehicle's total mass, the acceleration due to gravity, and the second distance from the front axle to the rear axle. Specifically, an axle load measuring device (such as an axle weighbridge) can be used to measure the load on the front axle to directly obtain the front axle static mass. The vehicle's total mass refers to the total mass of the vehicle in a stationary state, including the vehicle's own weight, passengers, cargo, and all other loads. The acceleration due to gravity is a constant, usually taken as 9.8 m / s 2 , in vehicle dynamics calculations, the acceleration due to gravity is used to convert mass into gravity (i.e., weight). For the convenience of calculation, in practical applications, the acceleration due to gravity can also be taken as 10 m / s 2 . The second distance (wheelbase) from the front axle to the rear axle refers to the horizontal distance from the center of the front axle to the center of the rear axle of the vehicle.

[0089] It should be noted that in the stationary state of the vehicle, the weight distribution of the vehicle can be described by the moment balance formula. Specifically, the weight of the vehicle is borne jointly by the front axle and the rear axle, and the position of the center of mass determines the mass ratio borne by the front axle and the rear axle. Therefore, through the known static parameters (such as the front axle static mass, the vehicle's total mass, the acceleration due to gravity, and the wheelbase), the distance from the center of mass to the rear axle (i.e., the first distance) can be calculated.

[0090] In the embodiments of the present application, the first distance from the center of mass to the rear axle can be calculated according to the moment balance formula, and the moment balance formula is formula (1) as follows.

[0091] m 前静 ×g×L = m×g×L0 (1)

[0092] Where, as Figure 2 shown, in the stationary state of the vehicle (acceleration is 0), m 前静 is the front axle static mass, g is the acceleration due to gravity, L is the second distance from the front axle to the rear axle, and m is the vehicle's total mass. Based on the above formula (1), the following formula (2) can be derived for calculating the first distance L0 from the center of mass to the rear axle.

[0093]

[0094] Specifically, multiply the front axle static mass m 前静 , the gravitational acceleration g, and the second distance L to obtain a first value m 前静 ×g×L, which is the numerator in formula (2). Multiply the vehicle mass m and the gravitational acceleration g to obtain a second value m×g, which is the denominator in formula (2). Through the moment balance relationship, compare the moment contribution of the front axle with the vehicle weight to obtain the first distance L0 from the center of mass to the rear axle.

[0095] By calculating the first ratio between the first value and the second value in the embodiment of the present application and determining it as the first distance from the center of mass to the rear axle, the weight distribution of the vehicle can be accurately described. This process is based on the principle of moment balance and is an important step in vehicle dynamics analysis, providing basic data for subsequent slip torque calculation and vehicle control.

[0096] In an embodiment of the present application, the static parameter further includes the friction parameter between the vehicle and the ground. According to the first distance, the static parameter, and the driving parameter, calculate the first slip torque of the front axle and the second slip torque of the rear axle of the vehicle in the driving state, including:

[0097] Calculate the dynamic mass of the front axle borne by the vehicle in the driving state according to the first distance, the static parameter, and the driving parameter;

[0098] Subtract the dynamic mass of the front axle from the vehicle mass to obtain the dynamic mass of the rear axle borne by the vehicle in the driving state;

[0099] Multiply the dynamic mass of the front axle, the gravitational acceleration, and the friction parameter to obtain the first slip torque of the front axle of the vehicle in the driving state; and multiply the dynamic mass of the rear axle, the gravitational acceleration, and the friction parameter to obtain the second slip torque of the rear axle of the vehicle in the driving state.

[0100] It should be noted that the static parameter not only includes the front axle static mass, the vehicle mass, the gravitational acceleration, and the second distance from the front axle to the rear axle of the vehicle in the static state, but also includes the friction parameter μ between the vehicle and the ground. These parameters are jointly used to calculate the slip torques of the front axle and the rear axle of the vehicle in the driving state.

[0101] During the driving process of the vehicle, especially during acceleration, deceleration, or turning, the weight distribution of the vehicle will change. This phenomenon is called axle load transfer. For example: during acceleration, the weight of the vehicle will transfer to the rear axle, resulting in a decrease in the front axle load and an increase in the rear axle load; during deceleration, the weight of the vehicle will transfer to the front axle, resulting in an increase in the front axle load and a decrease in the rear axle load.

[0102] Therefore, the dynamic mass of the front axle reflects the actual load borne by the front axle of the vehicle during driving, and is an important parameter for calculating the slip torque and vehicle dynamics performance.

[0103] In the embodiments of the present application, by calculating the dynamic mass of the front axle through the first distance, static parameters, and driving parameters, the weight distribution of the vehicle can be analyzed more accurately, thereby optimizing the stability and handling performance of the vehicle. For example: during the acceleration process, if the load on the front axle is too small, it may lead to insufficient grip of the front wheels and affect the steering performance; during the braking process, the load on the front axle will increase, and thus the frictional force will also increase. However, if the braking force distribution fails to adapt to the increase in the load on the front axle, it is possible that the braking force exceeds the current frictional force, resulting in the front wheels slipping and affecting the braking effect.

[0104] During the driving process of the vehicle, the total vehicle mass m is conserved, as shown in the following formula (3).

[0105] m = m 前动 + m 坼动 (3)

[0106] During the driving process of the vehicle, the axle load transfer is a dynamic balance between the front and rear axles. For example: if the load on the front axle increases, the load on the rear axle will necessarily decrease; if the load on the front axle decreases, the load on the rear axle will necessarily increase. Therefore, by subtracting the dynamic mass of the front axle from the total vehicle mass, the load change of the rear axle can be accurately reflected. Then, in the embodiments of the present application, the dynamic mass m of the rear axle can be directly calculated through the known total vehicle mass m and the dynamic mass m 前动 of the front axle. 后动

[0107] The slip torque refers to the torque value corresponding to the maximum frictional force between the tire and the ground. When the torque value is exceeded, the tire will slip. The calculation of the slip torque depends on the normal pressure (i.e., the dynamic mass) between the tire and the ground, the friction coefficient μ, and the gravitational acceleration g.

[0108] Specifically, in the embodiments of the present application, the first slip torque F1 is calculated through the following formula (4).

[0109] F1 = m 前动 × g × μ (4)

[0110] Specifically, in the embodiments of the present application, the second slip torque F2 is calculated through the following formula (5).

[0111] F2 = m 坼动 × g × μ (5)

[0112] In the embodiments of the present application, the friction coefficient μ under a fixed road surface is a constant. For example, under a dry asphalt road surface, this value is usually taken to be about 0.95 - 1.05.

[0113] In the embodiments of the present application, by considering the axle load transfer of the vehicle during driving, the dynamic masses of the front axle and the rear axle are calculated, which can more accurately reflect the actual load distribution of the vehicle. By introducing the friction parameter between the vehicle and the ground, and combining the dynamic mass and the acceleration due to gravity, the torque value corresponding to the maximum frictional force between the tire and the ground, that is, the slip torque, can be calculated more precisely. Moreover, the uncertainty caused by the traditional method relying on empirical values or measured values is avoided, and in the embodiments of the present application, through dynamic calculation, the error caused by inaccurate parameters is avoided.

[0114] In one embodiment of the present application, the static parameters further include the centroid height from the centroid to the ground and the front axle height from the front axle to the ground, and the driving parameters include the driving acceleration of the vehicle in the driving state. Calculating the dynamic mass of the front axle borne by the vehicle in the driving state according to the first distance, the static parameters, and the driving parameters includes:

[0115] Subtract the centroid height from the front axle height to obtain a third value;

[0116] Multiply the vehicle mass, the driving acceleration, and the third value to obtain a fourth value;

[0117] Multiply the acceleration due to gravity and the second distance to obtain a fifth value;

[0118] Subtract the fourth value from the first value to obtain a sixth value;

[0119] Calculate the second ratio between the fifth value and the sixth value;

[0120] Determine the second ratio as the dynamic mass of the front axle.

[0121] In the embodiments of the present application, the static parameters not only include the static mass m of the front axle 前静 , the vehicle mass m, the acceleration due to gravity g, the second distance L from the front axle to the rear axle, and the friction parameter μ, but also include the centroid height h from the centroid to the ground and the front axle height h0 from the front axle to the ground. The driving parameters include the driving acceleration a of the vehicle in the driving state. These parameters are jointly used to calculate the dynamic mass m of the front axle of the vehicle in the driving state 前动 .

[0122] In the embodiments of the present application, the axle load transfer caused by the inertial force during the acceleration process of the vehicle is considered. Therefore, based on the moment balance and Newton's second law, the following formula (6) can be obtained, and the dynamic mass m of the front axle is calculated through the following formula (6) 前动 .

[0123] m 前动 ×g×L + m×a×(h - h0) = m×g×L0 (6)

[0124] Based on the above formula, the following formula (7) can be derived for calculating the dynamic mass m of the front axle 前动 .

[0125]

[0126] Specifically, subtract the height of the front axle h0 from the height of the center of mass h to obtain a third value, i.e., (h - h0) in formula (7). Multiply the vehicle mass m, the driving acceleration a, and the third value (h - h0) to obtain a fourth value m×a×(h - h0). Multiply the gravitational acceleration g and the second distance L to obtain a fifth value g×L, which is the denominator in formula (7). Based on formula (1), m×g×L0 is the first value. Then, subtract the fourth value m×a×(h - h0) from the first value to obtain a sixth value, which is the numerator in formula (7). Calculate the second ratio between the fifth value and the sixth value, and determine the second ratio as the dynamic mass m of the front axle 前动 .

[0127] By calculating the dynamic mass in the embodiments of the present application, the actual load of the front axle under the driving state can be determined more accurately, avoiding the errors relying on static parameters in the traditional method. Since during the acceleration process, if the load on the front axle is too small, it may lead to insufficient front-wheel grip and affect the steering performance; during the braking process, if the load on the front axle is too large, it may cause the front wheels to slip and affect the braking effect. By accurately calculating the dynamic mass of the front axle in the embodiments of the present application, these problems can be effectively avoided. In addition, by accurately calculating the dynamic mass of the front axle, the output of the power system can be reasonably distributed, avoiding tire slip and power loss caused by excessive driving force, reducing tire wear, extending the service life of the tires, and reducing the maintenance cost

[0128] In an embodiment of the present application, the driving acceleration has a corresponding preset torque. Step 103, determining the slip torque boundary according to the first slip torque and the second slip torque, includes:

[0129] Compare the first slip torque and the second slip torque

[0130] If the first slip torque is greater than the second slip torque, then determine the first slip torque as the target slip torque; or, if the first slip torque is less than the second slip torque, then determine the second slip torque as the target slip torque; or, if the first slip torque is equal to the second slip torque, then determine either the first slip torque or the second slip torque as the target slip torque

[0131] Determine the slip torque boundary according to the target slip torque and the preset torque

[0132] In the embodiments of the present application, the driving acceleration is not obtained by real-time measurement when the vehicle is driving, but is obtained according to the vehicle power control state. For example, the depth to which the accelerator pedal is depressed in the vehicle corresponds to an acceleration, and this acceleration is the driving acceleration in the embodiments of the present application. Simply put, the driving acceleration is obtained by calibration during the preliminary design of the vehicle, and is different from the acquisition method of static parameters. It does not belong to the real-time data measured in real time, but belongs to the calibrated data.

[0133] Specifically, by setting a non-slip torque F, that is, a preset torque, the driving acceleration a is calculated based on the following formula (8).

[0134]

[0135] It should be noted here that in the conventional calculation formula, F usually refers to force, and its corresponding unit is Newton (N), while the unit of torque is Newton-meter (N·m), and torque = force × distance. Since the distance can be understood as a fixed value, then there is a corresponding relationship between torque and force. At this time, for the sake of simplicity in calculation, the driving acceleration is directly calculated through F.

[0136] Therefore, in the embodiments of the present application, based on the preset torque, the driving acceleration of the vehicle is determined, and the vehicle is controlled to drive at this driving acceleration. Furthermore, when the vehicle is in a driving state, the slip torque (the first slip torque and the second slip torque) of the vehicle at this driving acceleration can be calculated.

[0137] The preset torque is the initial set value used to calculate the driving acceleration, while the driving torque is the torque actually applied to the tire. When the driving torque exceeds the slip torque boundary (the target slip torque), the vehicle will slip. It should be noted that the preset torque can be determined according to experimental or empirical values, or can be calculated through a certain theoretical model, and is not limited in the embodiments of the present application.

[0138] It can be simply understood that in the embodiments of the present application, there is a mapping relationship between the depth to which the accelerator pedal is depressed in the vehicle and the preset torque. By the depth to which the vehicle accelerator pedal is depressed, the corresponding preset torque can be determined in the mapping relationship, and then the driving acceleration of the current vehicle can be determined according to the above formula (8).

[0139] Specifically, first, the target slip torque needs to be determined among the first slip torque and the second slip torque. Since the larger slip torque can better reflect the actual maximum friction force between the tire and the ground, in the embodiments of the present application, the larger slip torque among the first slip torque and the second slip torque is directly determined as the target slip torque, which can more strictly judge whether slipping will occur. Subsequently, the target slip torque and the preset torque are compared to determine the slip torque boundary.

[0140] In an embodiment of the present application, determining the slip torque boundary according to the target slip torque and the preset torque includes:

[0141] If the target slip torque is greater than or equal to the preset torque, then determine the target slip torque as the slip torque boundary; or,

[0142] If the target slip torque is less than the preset torque, then reduce the preset torque to obtain a target preset torque, and determine the slip torque boundary according to the target preset torque.

[0143] The slip torque boundary is the torque value corresponding to the maximum frictional force between the tire and the ground during the vehicle's driving. Exceeding this boundary, the tire will lose its grip and slip. Therefore, in the embodiments of the present application, the slip torque boundary is determined based on the magnitude relationship between the target slip torque and the preset torque.

[0144] If the target slip torque is greater than or equal to the preset torque, then determine the target slip torque as the slip torque boundary. At this time, the target slip torque already reflects the maximum frictional force between the tire and the ground, so it can be directly used as the slip torque boundary.

[0145] If the target slip torque is less than the preset torque, then reduce the preset torque to obtain a target preset torque, and determine the slip torque boundary according to the target preset torque. At this time, the preset torque may be too high and exceed the actual maximum frictional force between the tire and the ground. As an example, 80% of the current preset torque can be used as the target preset torque for the next iterative calculation. Subsequently, based on the target preset torque (the reduced preset torque), recalculate the new first slip torque and second slip torque, and then determine the target slip torque.

[0146] It should be noted that the process of determining the slip torque boundary according to the target preset torque is the same as the aforementioned process of determining the slip torque boundary according to the preset torque. Specifically, calculate the driving acceleration corresponding to the vehicle this time according to the target preset torque, then calculate the first slip torque and the second slip torque, and determine the larger slip torque as the target slip torque between the two. When the target slip torque is greater than or equal to the target preset torque, then determine the target slip torque as the slip torque boundary.

[0147] In the embodiment of the present application, the core logic is to calculate the final slip torque boundary through preset torque iteration. To determine whether the current vehicle is slipping, it is only necessary to compare the driving torque of the current vehicle with the slip torque boundary, rather than judging the driving torque with the aforementioned first slip torque and second slip torque. Specifically, if the slip torque boundary is greater than the driving torque, the vehicle does not slip at this time; if the slip torque boundary is less than or equal to the driving torque, the vehicle slips at this time.

[0148] Therefore, in the embodiment of the present application, it is necessary to reduce the preset torque and recalculate until the vehicle does not slip to ensure that the slip torque boundary does not exceed the actual grip of the tire. Specifically, if the calculated target slip torque and preset torque do not meet the requirements, the preset torque needs to be reduced and iteratively calculated until the vehicle does not slip to obtain an accurate slip torque boundary, thereby avoiding waste of driving torque.

[0149] Refer to Figure 3 , which is a schematic diagram of the judgment process of the slip torque boundary of the present application. Specifically, the driving acceleration is calculated according to the preset torque, and then the vehicle is controlled to drive at this driving acceleration. The slip torque (the first slip torque and the second slip torque) of the vehicle at this driving acceleration is calculated. A target slip torque is obtained by synthesizing the first slip torque and the second slip torque, and then the slip torque boundary is determined based on the magnitude relationship between the target slip torque and the preset torque.

[0150] In the embodiment of the present application, by calculating the slip torque of the front axle and the rear axle, the slipping situation of the vehicle during the acceleration state can be estimated more accurately, avoiding the uncertainty brought by relying on experience or measured values in the traditional method, which helps to accurately estimate the slip torque at the initial stage of vehicle design and reduce the design risk. By determining the slip torque boundary and controlling the vehicle to drive in a state where the driving torque is lower than this boundary, the phenomenon of the tire slipping on the ground during the acceleration process of the vehicle can be effectively avoided, which not only improves the handling stability of the vehicle, but also ensures the efficient operation of the power system and avoids power loss caused by slipping. Due to the accurate calculation and boundary control of the slip torque, vehicle designers can more reasonably select the configuration of the power system, avoid improper selection of the power system caused by inaccurate estimation of the slip torque, which reduces unnecessary costs and performance waste and improves the overall economy of vehicle design. By calculating and controlling the slip torque in real time, the slipping phenomenon of the vehicle during the acceleration process is effectively suppressed, reducing the risk of out-of-control caused by slipping and improving the driving safety of the vehicle.

[0151] To enable those skilled in the art to better understand the technical solutions in the embodiments of the present application, the following is illustrated by an example:

[0152] When a vehicle is traveling on a road, according to the current power control state of the vehicle, the corresponding preset torque F of the vehicle is determined according to a preset corresponding relationship (the corresponding relationship between the preset torque and the throttle depth). The current driving acceleration a of the vehicle is calculated based on the preset torque, and then the dynamic mass m of the front axle is further calculated. 前动 and the dynamic mass m of the rear axle 后动 , then the first slip torque F1 and the second slip torque F2 are calculated. The magnitudes of the preset torque F, the first slip torque F1, and the second slip torque F2 are compared. When the preset torque F is greater than the target slip torque (the larger torque between the first slip torque F1 and the second slip torque F2), the vehicle will slip at this time.

[0153] In order to prevent the vehicle from slipping, it is necessary to reduce the preset torque. Reducing the preset torque is equivalent to reducing the acceleration a. For example, the initial driving acceleration is a0, and after reducing it 5 times, it reaches a5, where a5 < a0. According to formula (6), the smaller the driving acceleration a, the 前动 larger the dynamic mass m of the front axle, and then the larger the first slip torque F1. Simply put, the smaller the driving acceleration a, the greater the grip of the front wheels on the ground.

[0154] It can be understood that when the preset torque is greater than the target slip torque, the driving acceleration is reduced until the new preset torque is less than the new target slip torque. At this time, the vehicle will not slip. Therefore, the new target slip torque can be determined as the slip torque boundary.

[0155] After determining the slip torque boundary, as long as the driving torque of the vehicle is controlled not to exceed the slip torque boundary, the vehicle will not slip. The slipping phenomenon of the vehicle is effectively suppressed, reducing the risk of out-of-control caused by slipping and improving the driving safety of the vehicle.

[0156] It should be noted that for the method embodiments, for the sake of simple description, they are all expressed as a series of action combinations. However, those skilled in the art should know that the embodiments of the present application are not limited by the described action sequence, because according to the embodiments of the present application, certain steps can be performed in other sequences or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions involved are not necessarily essential to the embodiments of the present application.

[0157] Based on the above embodiments, this embodiment further provides a vehicle control device, which is applied to electronic devices such as terminal devices and servers.

[0158] Refer to Figure 4, which shows a structural block diagram of an embodiment of a vehicle control device according to the present application. The vehicle includes a front axle and a rear axle, and the vehicle has a corresponding driving torque. Specifically, it may include the following modules:

[0159] An acquisition module 401, configured to acquire control parameters of the vehicle;

[0160] A calculation module 402, configured to calculate a first slip torque of the front axle and a second slip torque of the rear axle of the vehicle in a driving state according to the control parameters;

[0161] A determination module 403, configured to determine a slip torque boundary according to the first slip torque and the second slip torque;

[0162] A control module 404, configured to control the vehicle to travel in a state where the driving torque is lower than the slip torque boundary.

[0163] An embodiment of the present application also provides a non-volatile readable storage medium, in which one or more modules (programs) are stored. When the one or more modules are applied to a device, the device can execute instructions (instructions) of each method step in the embodiment of the present application.

[0164] An embodiment of the present application provides one or more machine-readable media, on which instructions are stored. When executed by one or more processors, the instructions cause an electronic device to execute one or more of the methods as described in the above embodiments. In an embodiment of the present application, the electronic device includes various types of devices such as a terminal device and a server (cluster).

[0165] Embodiments of the present disclosure can be implemented as a device configured with any suitable hardware, firmware, software, or any combination thereof. The device may include electronic devices such as a terminal device and a server (cluster). Figure 5 Schematically shows an exemplary device 500 that can be used to implement the various embodiments described in the present application.

[0166] For one embodiment, Figure 5 Shows an exemplary device 500, which has one or more processors 502, a control module (chipset) 504 coupled to at least one of the (one or more) processors 502, a memory 506 coupled to the control module 504, a non-volatile memory (NVM) / storage device 508 coupled to the control module 504, one or more input / output devices 510 coupled to the control module 504, and a network interface 512 coupled to the control module 504.

[0167] The processor 502 may include one or more single-core or multi-core processors, and the processor 502 may include any combination of general-purpose processors or dedicated processors (such as graphics processors, application processors, baseband processors, etc.). In some embodiments, the device 500 can act as devices such as the terminal device, server (cluster), etc. described in the embodiments of the present application.

[0168] In some embodiments, the device 500 may include one or more computer-readable media (such as the memory 506 or the NVM / storage device 508) having instructions 514, and one or more processors 502 that are combined with the one or more computer-readable media and are configured to execute the instructions 514 to implement modules so as to perform the actions described in the present disclosure.

[0169] For one embodiment, the control module 504 may include any suitable interface controller to provide any suitable interface to at least one of the processor(s) 502 and / or any suitable device or component that communicates with the control module 504.

[0170] The control module 504 may include a memory controller module to provide an interface to the memory 506. The memory controller module may be a hardware module, a software module, and / or a firmware module.

[0171] The memory 506 may be used to load and store data and / or instructions 514 for the device 500, for example. For one embodiment, the memory 506 may include any suitable volatile memory, such as suitable DRAM. In some embodiments, the memory 506 may include double data rate type four synchronous dynamic random access memory (DDR4 SDRAM).

[0172] For one embodiment, the control module 504 may include one or more input / output controllers to provide an interface to the NVM / storage device 508 and the input / output device(s) 510.

[0173] For example, the NVM / storage device 508 may be used to store data and / or instructions 514. The NVM / storage device 508 may include any suitable non-volatile memory (such as flash memory) and / or may include any suitable non-volatile storage device(s) (such as one or more hard disk drives (HDDs), one or more optical disc (CD) drives, and / or one or more digital versatile disc (DVD) drives).

[0174] The NVM / memory device 508 may include storage resources that are physically part of the device on which the device 500 is mounted, or it may be accessible by the device without being part of the device. For example, the NVM / memory device 508 may be accessed via a network through the input / output device(s) 510.

[0175] (The) input / output device(s) 510 may provide an interface for the device 500 to communicate with any other suitable device. The input / output device 510 may include communication components, audio components, sensor components, etc. The network interface 512 may provide an interface for the device 500 to communicate through one or more networks. The device 500 may wirelessly communicate with one or more components of a wireless network according to any of one or more wireless network standards and / or protocols, such as accessing a wireless network based on a communication standard, such as WiFi, 2G, 3G, 4G, 5G, etc., or a combination thereof for wireless communication.

[0176] For one embodiment, at least one of the processor(s) 502 may be logically encapsulated with one or more controllers of the control module 504 (e.g., a memory controller module). For one embodiment, at least one of the processor(s) 502 may be logically encapsulated with one or more controllers of the control module 504 to form a system-in-package (SiP). For one embodiment, at least one of the processor(s) 502 may be logically integrated with one or more controllers of the control module 504 on the same die. For one embodiment, at least one of the processor(s) 502 may be logically integrated with one or more controllers of the control module 504 on the same die to form a system-on-chip (SoC).

[0177] In various embodiments, the device 500 may be, but is not limited to, a server, a desktop computing device, or a mobile computing device (e.g., a laptop computing device, a handheld computing device, a tablet computer, a netbook, etc.) and other terminal devices. In various embodiments, the device 500 may have more or fewer components and / or a different architecture. For example, in some embodiments, the device 500 includes one or more cameras, a keyboard, a liquid crystal display (LCD) screen (including a touch screen display), a non-volatile memory port, multiple antennas, a graphics chip, an application-specific integrated circuit (ASIC), and a speaker.

[0178] Among them, a main control chip may be used as the processor or control module in the detection device. Sensor data, location information, etc. are stored in the memory or the NVM / memory device. The sensor group may be used as an input / output device, and the communication interface may include a network interface.

[0179] For the apparatus embodiments, since they are basically similar to the method embodiments, they are described relatively simply. For the relevant parts, please refer to the corresponding descriptions in the method embodiments.

[0180] Each embodiment in this specification is described in a progressive manner. Each embodiment focuses on the differences from other embodiments. For the same or similar parts among the embodiments, reference can be made to each other.

[0181] The embodiments of the present application are described with reference to the flowcharts and / or block diagrams of the methods, terminal devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, and the combination of the processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to the processors of general-purpose computers, special-purpose computers, embedded processors, or other programmable vehicle control terminal devices to generate a machine, so that the instructions executed by the processors of the computer or other programmable vehicle control terminal devices generate an apparatus for implementing the functions specified in one process Figure 1 one process or multiple processes and / or blocks Figure 1 or multiple blocks.

[0182] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable vehicle control terminal device to work in a specific manner, so that the instructions stored in the computer-readable memory generate a manufactured article including an instruction device, and the instruction device implements the functions specified in one process Figure 1 one process or multiple processes and / or blocks Figure 1 or multiple blocks.

[0183] These computer program instructions can also be loaded onto a computer or other programmable vehicle control terminal device, so that a series of operation steps are executed on the computer or other programmable terminal device to generate a computer-implemented process. Thus, the instructions executed on the computer or other programmable terminal device provide steps for implementing the functions specified in one process Figure 1 one process or multiple processes and / or blocks Figure 1 or multiple blocks.

[0184] Although the preferred embodiments of the embodiments of the present application have been described, those skilled in the art can make additional changes and modifications once they know the basic creative concepts. Therefore, the appended claims are intended to be construed to include the preferred embodiments and all changes and modifications falling within the scope of the embodiments of the present application.

[0185] Finally, it should also be noted that in this text, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, article or terminal device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or terminal device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the existence of additional identical elements in the process, method, article or terminal device comprising the said element.

[0186] The above has introduced in detail a vehicle control method and device, an electronic device and a storage medium provided by the present application. Specific examples are used in this text to elaborate on the principle and implementation manner of the present application. The description of the above embodiments is only used to help understand the method and its core idea of the present application; at the same time, for those of ordinary skill in the art, according to the idea of the present application, there will be changes in the specific implementation manner and application scope. In summary, the content of this specification should not be construed as a limitation to the present application.

Claims

1. A vehicle control method, characterized in that: The vehicle comprises a front axle and a rear axle, the vehicle has a corresponding driving torque, and the method comprises: Acquiring control parameters of the vehicle; Calculating, according to the control parameters, a first slip torque of the front axle and a second slip torque of the rear axle when the vehicle is in a driving state; determining a slip torque boundary according to the first slip torque and the second slip torque; The vehicle is controlled to travel in a state where the driving torque is lower than the slip torque boundary.

2. The method according to claim 1, characterized in that: The vehicle further includes a center of mass, the control parameters include a stationary parameter of the vehicle in a stationary state and a driving parameter of the vehicle in a driving state, and calculating a first slip torque of the front axle and a second slip torque of the rear axle of the vehicle in a driving state according to the control parameters, including: Calculating a first distance from the center of mass of the vehicle to the rear axle in a stationary state according to the stationary parameter; A first slip torque of the front axle and a second slip torque of the rear axle when the vehicle is in a driving state are calculated according to the first distance, the static parameter, and the driving parameter.

3. The method according to claim 2, characterized in that The static parameters include the static mass of the front axle borne by the front axle of the vehicle in a static state, the vehicle mass, the gravitational acceleration, and the second distance from the front axle to the rear axle. According to the static parameters, calculating the first distance from the center of mass of the vehicle in a static state to the rear axle includes: Multiplying the static mass of the front axle, the gravitational acceleration and the second distance to obtain a first value; Multiplying the vehicle mass and the gravitational acceleration to obtain a second value; calculating a first ratio between the first value and the second value; The first ratio is determined as the first distance.

4. The method according to claim 3, characterized in that: The static parameter also includes a friction parameter between the vehicle and the ground. According to the first distance, the static parameter and the driving parameter, calculating a first slip torque of the front axle and a second slip torque of the rear axle of the vehicle in a driving state includes: Calculating the front axle dynamic mass borne by the front axle of the vehicle in a driving state according to the first distance, the static parameter and the driving parameter; Subtracting the front axle dynamic mass from the vehicle mass to obtain the rear axle dynamic mass borne by the rear axle when the vehicle is in a driving state; The front axle dynamic mass, the gravitational acceleration and the friction parameter are multiplied to obtain a first slip torque of the front axle when the vehicle is in a driving state; and the rear axle dynamic mass, the gravitational acceleration and the friction parameter are multiplied to obtain a second slip torque of the rear axle when the vehicle is in a driving state.

5. The method according to claim 4, characterized in that The static parameters also include the center of mass height from the center of mass to the ground and the front axle height from the front axle to the ground, and the driving parameters include the driving acceleration of the vehicle in a driving state. The front axle dynamic mass borne by the front axle of the vehicle in a driving state is calculated according to the first distance, the static parameters and the driving parameters, including: Subtracting the mass center height from the front axle height to obtain a third value; Multiplying the vehicle mass, the driving acceleration and the third value to obtain a fourth value; multiplying the gravitational acceleration and the second distance to obtain a fifth value; Subtracting the first value from the fourth value to obtain a sixth value; calculating a second ratio between the fifth value and the sixth value; The second ratio is determined as the front axle dynamic mass.

6. The method according to claim 5, characterized in that The driving acceleration has a corresponding preset torque, and determining a slip torque boundary according to the first slip torque and the second slip torque includes: comparing the first slip torque and the second slip torque; If the first slip torque is greater than the second slip torque, the first slip torque is determined as the target slip torque; or, if the first slip torque is less than the second slip torque, the second slip torque is determined as the target slip torque; or, if the first slip torque is equal to the second slip torque, the first slip torque or the second slip torque is determined as the target slip torque; The slip torque boundary is determined according to the target slip torque and the preset torque.

7. The method according to claim 6, characterized in that Determining the slip torque boundary according to the target slip torque and the preset torque includes: If the target slip torque is greater than or equal to the preset torque, the target slip torque is determined as the slip torque boundary; or, If the target slip torque is less than the preset torque, the preset torque is reduced to obtain the target preset torque, and the slip torque boundary is determined according to the target preset torque.

8. A vehicle control device, characterized in that: The vehicle comprises a front axle and a rear axle, the vehicle has a corresponding driving torque, and the device comprises: An acquisition module, used for acquiring control parameters of the vehicle; a calculation module, configured to calculate, according to the control parameter, a first slip torque of the front axle and a second slip torque of the rear axle of the vehicle when the vehicle is in a driving state; a determination module, configured to determine a slip torque boundary according to the first slip torque and the second slip torque; A control module is used to control the vehicle to travel in a state where the driving torque is lower than the slip torque boundary.

9. An electronic device, characterized in that: include: processor; and A memory having executable codes stored thereon, which, when executed, causes the processor to execute the vehicle control method as claimed in any one of claims 1 to 7.

10. One or more machine-readable media having executable codes stored thereon, which, when executed, cause a processor to execute the vehicle control method according to any one of claims 1 to 7.

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