Vehicle torque control method, storage medium, control device, product and vehicle

Abstract

This application relates to a vehicle torque control method, storage medium, control device, product, and vehicle. The method includes: when the vehicle's drift function is activated, performing differential torque control on the rear axle wheels of the vehicle to cause the vehicle to drift. Because differential torque control is performed on the rear axle wheels of the vehicle, the left and right wheels of the vehicle maintain the same degree of slip, improving the vehicle's steering effect and, in turn, enhancing drift stability.

Description

Technical Field

[0001] The present application relates to the field of intelligent driving technology, and in particular to a vehicle torque control method, storage medium, control device, product and vehicle. Background Art

[0002] Drifting is a driving technique in which a vehicle's rear wheels lose some grip while driving, causing them to slide laterally. The driver then maintains the vehicle's intended path through precise control of the steering wheel and accelerator. Drifting is commonly used in motorsports, stunts, and other extreme driving scenarios.

[0003] In related technologies, vehicle drift control usually relies on the driver's driving operation. When the vehicle drifts excessively or understeers, it is easy to fail to drift, and it is impossible to ensure that the vehicle is always in a stable drift state, resulting in a high drift error rate. Summary of the Invention

[0004] The embodiments of the present application provide a vehicle torque control method, storage medium, control device, product and vehicle, which effectively solve the problem of high drift error rate, improve the stability of vehicle drift driving control, achieve stable drift of the vehicle, reduce the drift error rate, and improve the drift control effect, so as to at least partially solve the above technical problems.

[0005] To achieve the above objectives, according to a first aspect of the present application, a vehicle torque control method is provided, the method comprising:

[0006] When the drift function of the vehicle is activated, the rear axle wheels of the vehicle are subjected to differential torque control to enable the vehicle to drift.

[0007] According to a second aspect of the present application, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the vehicle torque control method described above is implemented.

[0008] According to a third aspect of the present application, a computer program product is provided, comprising a computer program, which implements the above-mentioned vehicle torque control method when executed by a processor.

[0009] According to a fourth aspect of the present application, a control device is provided, comprising: a memory on which a computer program is stored; and a processor for executing the computer program in the memory to implement the above-mentioned vehicle torque control method.

[0010] According to a fifth aspect of the present application, a vehicle is provided, comprising the above-mentioned control device.

[0011] The vehicle torque control method, storage medium, control device, product, and vehicle of the embodiments of the present application achieve drifting by performing differential torque control on the rear wheels of the vehicle when the vehicle's drift function is activated. This differential torque control ensures that the left and right wheels maintain the same level of slip, improving the vehicle's steering performance and, in turn, increasing drift stability.

[0012] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0014] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0015] Figure 1 is a flow chart of a vehicle torque control method provided in some embodiments of the present application;

[0016] Figure 2 is a flowchart of controlling a vehicle provided in some embodiments of the present application;

[0017] Figure 3 is a schematic structural diagram of a vehicle torque control system provided in some embodiments of the present application;

[0018] Figure 4 is a schematic structural diagram of a control device provided in some embodiments of the present application;

[0019] Figure 5 is a schematic diagram of a vehicle provided in some embodiments of the present application. DETAILED DESCRIPTION

[0020] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0021] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0022] In the description of this application, the word "for example" is used to mean "used as an example, illustration or illustration". Any embodiment described in this application as "for example" is not necessarily to be construed as being more preferred or advantageous than other embodiments. The following description is given to enable any person skilled in the art to implement and use the present invention. In the following description, details are listed for the purpose of explanation. It should be understood that a person of ordinary skill in the art can recognize that the present invention can be implemented without using these specific details. In other examples, well-known structures and processes are not elaborated in detail to avoid obscuring the description of the present invention with unnecessary details. Therefore, the present invention is not intended to be limited to the embodiments shown, but is consistent with the widest scope consistent with the principles and features disclosed in this application.

[0023] In related technologies, vehicle drift control typically relies on driver control or pre-adjustment of the two rear-wheel drive forces. The latter, for example, requires the driver to deeply depress the accelerator during drifting, increasing rear axle torque and roll, leading to inconsistent left and right wheel slippage. This damages the vehicle's hardware and can easily lead to drift failure. When the vehicle drifts excessively, the tailspin or understeers, drift failure is likely to occur, making it impossible to maintain a stable drift state and resulting in a high drift error rate. Pre-adjustment of the two rear-wheel drive forces results in a limited adjustment range, making it easy to exit the drift state and failing to guarantee drift control, thus impacting drift driving control.

[0024] To address the aforementioned issues, embodiments of the present application provide a vehicle torque control method that, when the vehicle's drift function is activated, performs differential torque control on the rear wheels of the vehicle to enable the vehicle to drift. By performing differential torque control on the rear wheels of the vehicle, the left and right wheels maintain the same degree of slip, improving the vehicle's steering effect and, in turn, enhancing drift stability.

[0025] See also Figure 1 , provides a vehicle torque control method, which is applied to a control device. The control device may be a terminal device or a server. The method includes:

[0026] Step S101 , when the drift function of the vehicle is activated, performing torque differential control on the rear axle wheels of the vehicle to enable the vehicle to drift.

[0027] Among them, the activation of the vehicle's drift function usually requires meeting corresponding activation conditions to ensure that the vehicle is in a state suitable for drifting and at the same time ensure driving safety. Whether the vehicle's drift function is activated can be detected based on the vehicle's driving information.

[0028] Torque differential control is a control method that distributes torque between the left and right wheels. In this embodiment, torque differential control can be performed on the rear axle wheels of the vehicle, so that the left and right wheels of the vehicle maintain the same degree of slip. In this way, the left and right wheels are combined into one wheel, which can speed up the steering effect of the vehicle and keep the vehicle in a stable drift state at all times.

[0029] Specifically, upon detecting that the vehicle's drift function is activated, the control device performs differential torque control on the rear wheels to enable the vehicle to drift. This differential torque control ensures that the left and right wheels maintain the same level of slip, improving steering and, consequently, drift stability. As can be appreciated, in this embodiment, when the vehicle's drift function is activated, more stable and controllable drifting is achieved, while ensuring driving safety and reducing the difficulty of drifting for the driver.

[0030] In some embodiments, the method further includes: determining that the drift function is activated when the driving information of the vehicle satisfies a preset activation condition corresponding to the drift function of the vehicle.

[0031] In some embodiments, the drift function includes a start drift function and / or a stable drift function. The start drift function is a function corresponding to when the vehicle enters a start drift state. The stable drift function is a function corresponding to when the vehicle enters a drift state. The stable drift state occurs after the start drift state, i.e., during the drifting process, the vehicle enters the start drift state first and then the drift state.

[0032] The preset activation conditions are pre-set conditions used to determine whether the vehicle's drift function is activated based on driving information. The drift function and the stable drift function can be activated based on driving information and the corresponding preset activation conditions.

[0033] Driving information refers to state parameters of a vehicle during driving. In some embodiments, the driving information includes at least one of yaw rate information, steering wheel angle information, steering wheel direction information, lateral acceleration information, rear axle required torque information, brake pedal depth information, and brake fluid pressure information.

[0034] In some embodiments, the driving information also includes forward angular velocity enable activation flag information, forward angular acceleration enable activation flag information, yaw angle change information, reverse angular velocity enable activation flag information, reverse angular acceleration enable activation flag information, and front and rear axle required torque information.

[0035] Specifically, the control device can detect whether the vehicle's driving information satisfies preset activation conditions corresponding to the vehicle's drift function to determine whether the drift function is activated. When the vehicle's driving information satisfies the preset activation conditions corresponding to the vehicle's drift function, the drift function is determined to be activated. It will be understood that in this embodiment, the preset activation conditions ensure that the drift function is activated only when the vehicle is suitable for drifting, preventing the vehicle from entering drift mode at unsafe speeds or road conditions, thereby reducing the risk of loss of control.

[0036] In some embodiments, when the drift function of the vehicle is activated, the rear axle wheels of the vehicle are subjected to differential torque control to enable the vehicle to drift, including: when the drift function of the vehicle is activated, the rear axle wheels of the vehicle are subjected to differential torque control according to the load of the rear axle wheels to enable the vehicle to drift.

[0037] Specifically, when the vehicle's drifting function is activated, differential torque control is applied to the rear wheels based on the load on the rear wheels, enabling the vehicle to drift. As can be appreciated, this embodiment dynamically adjusts the torque distribution between the left and right wheels based on the load, achieving load-adaptive power distribution between the left and right wheels, preventing loss of control due to uneven loads and ensuring greater vehicle stability during drifting.

[0038] In some embodiments, performing differential torque control on the rear axle wheels of the vehicle based on the load of the rear axle wheels so as to cause the vehicle to drift includes: determining a first differential torque of the rear axle wheels based on the load of the rear axle wheels and a preset calibration coefficient; and performing differential torque control on the rear axle wheels based on the first differential torque so as to cause the vehicle to drift.

[0039] Among them, the preset calibration coefficient is the vehicle stability factor, which is a pre-set key parameter used to convert the load of the rear axle wheel into the initial torque, thereby achieving vehicle drift control, and can be determined through a snail experiment.

[0040] The first torque differential is the torque difference between the left and right rear wheels, calculated based on the rear wheel load and a preset calibration factor. It is used to control the rear wheel torque differential. The output torque of the left and right rear motors can be adjusted based on this first torque differential. For example, increasing the torque of the outer wheel and reducing the torque of the inner wheel can generate additional yaw torque to help the vehicle drift.

[0041] Specifically, the first torque differential of the rear axle wheel can be determined based on the product of the load of the rear axle wheel and a preset calibration coefficient, and then the torque of the rear axle motor is distributed based on the first torque differential to realize torque differential control and enable the vehicle to drift. It can be understood that the use of the preset calibration coefficient in combination with the load to determine the first torque differential for torque control during drifting improves the accuracy of the first torque differential, can ensure that the vehicle maintains an ideal posture during drifting, improves the controllability of drifting, and realizes the automation and reliability of the drifting process.

[0042] In some embodiments, the rear axle wheels include a left rear axle wheel and a right rear axle wheel, and determining the first differential torque of the rear axle wheels based on the load of the rear axle wheels and a preset calibration coefficient includes: determining the first differential torque of the rear axle wheels based on the difference between the load of the left rear axle wheel and the load of the right rear axle wheel and the preset calibration coefficient.

[0043] Specifically, the difference between the load on the left wheel of the rear axle and the load on the right wheel of the rear axle may be multiplied by a preset calibration coefficient to obtain the first differential torque ΔT1:

[0044] ΔT1=K×(F zleft -F zright );

[0045] Among them, K is the preset calibration coefficient, F zleft 、F zright are the load on the left wheel of the rear axle and the load on the right wheel of the rear axle respectively.

[0046] In some embodiments, the step of determining the load of the rear axle wheel includes: determining the load of the rear axle wheel according to the static load, longitudinal dynamic load and lateral dynamic load of the rear axle wheel.

[0047] Specifically, for the left wheel of the rear axle, the static load, longitudinal dynamic load and lateral dynamic load of the left wheel of the rear axle can be summed and calculated; for the load of the right wheel of the rear axle, the static load, longitudinal dynamic load and lateral dynamic load of the left wheel of the right axle can be summed and calculated.

[0048] In some embodiments, the step of determining the static load includes: determining the static load based on the vehicle mass, the distance from the center of mass to the rear axle, and the rear axle wheelbase of the vehicle.

[0049] In some embodiments, the step of determining the longitudinal dynamic load includes: determining the longitudinal dynamic load based on the vehicle mass, center of mass height, rear axle wheelbase and longitudinal acceleration of the vehicle.

[0050] In some embodiments, the step of determining the lateral dynamic load includes: determining the lateral dynamic load based on the vehicle's overall mass, center of mass height, rear axle wheelbase, track width, distance from the center of mass to the rear axle, and lateral acceleration.

[0051] Specifically, the static load of the left wheel on the rear axle can be calculated using the following formula:

[0052] F zleft1 =m×g×L1 / L2 / 2;

[0053] Among them, F zleft1 is the static load of the left wheel on the rear axle, m is the vehicle mass, g is the acceleration of gravity, L1 is the distance from the center of mass to the rear axle, and L2 is the wheelbase of the rear axle;

[0054] The longitudinal dynamic load of the left wheel on the rear axle can be calculated using the following formula:

[0055] F zleft2 =m×a1×H1 / L2 / 2;

[0056] Among them, F zleft2 is the longitudinal dynamic load of the left wheel on the rear axle, a1 is the longitudinal acceleration, and H1 is the height of the center of mass;

[0057] The lateral dynamic load of the left wheel on the rear axle can be calculated using the following formula:

[0058] F zleft3 =m×a2×H1×L1 / L2 / L3;

[0059] Among them, F zleft3 is the lateral dynamic load on the left wheel of the rear axle, a2 is the lateral acceleration, and L3 is the wheelbase;

[0060] The load calculation of the left wheel on the rear axle can be done using the following formula:

[0061] F zleft= F zleft1 +F zleft2 +F zleft3 ;

[0062] Similarly, the static load, longitudinal dynamic load and lateral dynamic load of the right wheel of the rear axle can be calculated in the same way as the right wheel of the rear axle, and will not be repeated here.

[0063] It should be noted that the upper limit of the load on the rear axle wheel is max(F zleft1 +F zleft2 +F zleft3 ,F zleft1 +F zleft2 -F zleft3 );The lower limit of the load on the rear axle wheel is min(F zleft1 +F zleft2 +F zleft3 ,F zleft1 +F zleft2 -F zleft3 ).

[0064] In some embodiments, when the drift function of the vehicle is activated, the rear axle wheels of the vehicle are subjected to differential torque control to enable the vehicle to drift, including: when the stable drift function of the vehicle is activated, the rear axle wheels of the vehicle are subjected to differential torque control according to the yaw angular velocity of the rear axle wheels to enable the vehicle to drift stably.

[0065] Specifically, when the vehicle's stable drift function is activated, differential torque control can be performed on the rear axle wheels based on their yaw rate, enabling the vehicle to drift stably. As can be appreciated, in this embodiment, by considering the yaw rate of the rear axle wheels, the torque distribution between the left and right wheels can be dynamically adjusted based on the yaw rate, ensuring that the vehicle maintains a stable yaw rate during drifting and preventing oversteer or understeer. By performing differential torque control based on the yaw rate of the rear axle wheels, the vehicle can achieve more stable and controllable drifting when the stable drift function is activated.

[0066] In some embodiments, the torque differential control of the rear axle wheels of the vehicle is performed according to the yaw angular velocity of the rear axle wheels so that the vehicle drifts stably, including: determining a second torque differential of the rear axle wheels according to the yaw angular velocity and the expected yaw angular velocity; and performing torque differential control of the rear axle wheels based on the second torque differential so that the vehicle drifts stably.

[0067] The expected yaw rate is an ideal yaw rate to ensure stable drifting of the vehicle, which can be obtained from a two-dimensional table of vehicle speed and longitudinal acceleration.

[0068] Among them, the preset calibration coefficient is a key parameter preset to convert the load of the rear axle wheel into an initial torque, thereby achieving vehicle drift control, and can be determined through experimental calibration.

[0069] The second torque differential is the torque difference between the left and right rear wheels, calculated based on the rear axle's yaw rate and the desired yaw rate. It is used to control the rear axle's torque differential. The output torque of the left and right rear axle motors can be adjusted based on the second torque differential. For example, if the yaw rate is lower than the desired yaw rate, the torque of the inner wheel is increased, while the torque of the outer wheel is reduced.

[0070] Specifically, the second torque differential of the rear axle wheels can be determined according to the difference between the yaw angular velocity of the rear axle wheels and the expected yaw angular velocity, and the rear axle wheels are subjected to torque differential control based on the second torque differential. Then, the rear axle motor is torque-distributed based on the second torque differential to achieve torque differential control and realize stable drifting of the vehicle. It can be understood that the second torque differential for torque control for stable drifting is determined by using the yaw angular velocity of the rear axle wheels and the expected yaw angular velocity, which improves the accuracy of the second torque differential, can prevent the vehicle from drifting too far or understeering, and can always maintain the vehicle in a stable drifting state, thereby achieving more efficient control of the drift yaw angular velocity, controlling the drift posture, reducing the difficulty of driver operation, and reducing the drift error rate.

[0071] In some embodiments, determining a second differential torque of the rear axle wheels according to the yaw rate and the desired yaw rate includes: determining the second differential torque using a PID control algorithm based on a difference between the yaw rate and the desired yaw rate.

[0072] Among them, the PID control algorithm includes three parts: proportional (P), integral (I) and differential (D).

[0073] Specifically, the difference between the yaw rate and the desired yaw rate determines a second torque differential for the rear wheels, enabling subsequent control based on maintaining a stable drift state. A PID control algorithm dynamically adjusts torque distribution to ensure a stable yaw rate during drifting, preventing oversteer or understeer. This allows for more efficient control of drift yaw rate, controlling drift attitude, and enhancing drift control effectiveness.

[0074] In one embodiment, ΔT2=P_Gain+I_Gain+D_Gain;

[0075] Δω yaw =ω target -ω yaw ;

[0076] Where, P_Gain=P×(ω target -ω yaw )×100;

[0077] I_Gain=I×∫Δω yaw dt;

[0078] D_Gain=D×d(Δω yaw ) / dt;

[0079] ω target is the desired yaw rate, ω yaw is the yaw angular velocity, Δω yawis the difference between the yaw rate and the desired yaw rate, and P, I, and D are the proportional, integral, and derivative gains, respectively.

[0080] Yaw angular velocity ω yaw It can be calculated by the following formula:

[0081]

[0082] u is the longitudinal vehicle speed, K is the preset calibration coefficient, that is, the preset stability factor, and L2 is the rear axle wheelbase.

[0083] In some embodiments, it also includes: exiting the stable drift function when the driving information of the vehicle meets the first function exit condition corresponding to the stable drift function of the vehicle.

[0084] Among them, the first function exit condition is the condition for exiting the stable drift function.

[0085] Specifically, if the vehicle's driving information meets the first exit condition for the vehicle's stable drift function, the stable drift function will be exited. Stable drifting ends by meeting the specific exit condition, making the driving process more flexible and controllable. This allows the vehicle to flexibly enter and exit the stable drift state while ensuring safety and optimizing performance, improving driving safety and reliability.

[0086] In some embodiments, the method further includes: exiting the drift function when the driving information of the vehicle satisfies a second function exit condition corresponding to the drift function of the vehicle.

[0087] Among them, the second function exit condition is the condition for exiting the drift function.

[0088] When the driving information of the vehicle satisfies a second function exit condition corresponding to the drift function of the vehicle, the drift function is exited.

[0089] Specifically, if the vehicle's driving information meets the second exit condition for the vehicle's drift function, the drift function is exited. By meeting the specified exit condition, drifting is terminated, making the driving process more flexible and controllable. This allows the vehicle to flexibly enter and exit the drift state while ensuring safety and optimizing performance, improving driving safety and reliability.

[0090] In some embodiments, when the driving information of the vehicle does not meet the preset activation conditions corresponding to the drift function or the stable drift function, the vehicle is controlled to enter the slip function.

[0091] Among them, slip control refers to controlling the slip rate of the vehicle to ensure that the slip degree of the rear wheels is consistent.

[0092] The slip rate (DrvSlipRate) is calculated as follows:

[0093]

[0094] Where S is the slip rate, V w is the wheel speed, and V is the speed of the wheel center along the direction of tire movement.

[0095] Specifically, if the vehicle's driving information does not meet the preset activation conditions for the drift function or the stable drift function, indicating that the vehicle is in the stable drift phase or the drift phase, the rear axle wheels are slip-controlled. This way, even in complex drifting scenarios, the slip rates of the two rear axle motors can be maintained consistent, achieving a more stable and controllable drift effect.

[0096] In some embodiments, controlling the slip of the rear axle wheels of the vehicle includes: controlling the slip of the rear axle wheels according to the slip rate of the rear axle wheels.

[0097] Specifically, rear axle wheel slip control can be performed based on the rear axle wheel slip rate and the desired slip rate. The desired slip rate can be set based on the vehicle's adhesion coefficient and driving requirements. For example, during drifting, the desired slip rate can be set between 10% and 20% to ensure sufficient sliding effect without causing loss of control. To ensure consistent slip rates for the two rear axle motors, the output torque of the two motors can be adjusted in real time, achieving a more stable and controllable drift effect.

[0098] In some embodiments, it also includes: detecting whether the driving information of the vehicle meets the preset activation conditions corresponding to the drift function; if the preset activation conditions corresponding to the drift function are not met, detecting whether the driving information of the vehicle meets the preset activation conditions corresponding to the stable drift function.

[0099] Specifically, it is first detected whether the vehicle's driving information meets the preset activation conditions corresponding to the drift function. If the preset activation conditions corresponding to the drift function are not met, it is then detected whether the vehicle's driving information meets the preset activation conditions corresponding to the stable drift function. That is, the priority of the activation detection of the drift function is higher than the priority of the activation detection of the stable drift function, which is in line with the sequence of vehicle states during the actual drifting process, ensuring the rationality of the activation detection.

[0100] In a specific embodiment, when the driving information of the vehicle meets the second function exit condition corresponding to the drifting function of the vehicle, it is detected whether the driving information of the vehicle meets the preset activation condition corresponding to the stable drifting function; when the preset activation condition corresponding to the stable drifting function is not met, the rear axle wheels of the vehicle are slip-controlled to make the vehicle drift.

[0101] Specifically, if the vehicle's driving information meets the second exit condition for the drift function, the system continues to check whether it meets the preset activation condition for the stable drift function. If it does not, indicating that the vehicle is in the stable drift phase, the rear axle wheels are slip-controlled. This ensures that the slip rates of the two rear axle motors remain consistent, even in complex drifting scenarios, resulting in a more stable and controllable drift effect.

[0102] It's worth noting that, if the preset activation conditions for the stable drift function are met, the system continues to implement differential torque control of the rear wheels based on their yaw rate to achieve stable drifting. When the vehicle's driving information meets the first function exit conditions, the rear wheels are then subjected to slip control. This ensures consistent slip rates between the two rear axle motors, even in complex drifting scenarios, resulting in more stable and controllable drifting.

[0103] like Figure 2 The figure shows a flow chart for controlling the vehicle, in which torque arbitration is performed according to the motor torque control priority. The drift function activation flag > stable drift function activation flag > torque slip rate control. When the drift function activation flag is activated, the corresponding drift differential torque control is performed. The activation flag for the stable drift function is then checked to see if it is activated. If so, the corresponding yaw differential torque control is performed. When the drift function and the stable drift function are inactive, the two rear axle motors are controlled separately according to the slip rate. Since drifting involves two phases—the drift phase followed by the stable drift phase—the drift function activation flag takes priority over the stable drift function activation flag. Slip rate control is performed last, enabling better control of the drift yaw rate and drift attitude.

[0104] In some embodiments, the preset activation conditions corresponding to the drift function include at least one of the following: a first braking condition, a steering wheel condition, a lateral acceleration condition, a rear axle required torque condition, and a yaw angular velocity condition.

[0105] In some embodiments, the first braking condition includes: the brake hydraulic pressure is equal to a first value; and / or the brake pedal depth information is less than a second value.

[0106] The first value is used to determine whether the brake fluid pressure meets the braking conditions and can be flexibly set according to the actual scenario. For example, the first value can be 0 Pa (Pascal), 0.01, 0.02, etc. The second value is used to determine whether the brake pedal depth information meets the braking conditions. For example, it can be 0.9, 1, etc.

[0107] For example, the first braking condition may be: the braking hydraulic pressure is equal to 0 Pa; and the brake pedal depth is less than 1.

[0108] In some embodiments, the steering wheel condition includes: the steering wheel steering information indicates that the steering wheel is in the forward direction; and / or the absolute value of the steering wheel angle information is not less than a third value.

[0109] Among them, in some embodiments, the step of determining whether the steering wheel steering information represents that the steering wheel steering is in the forward turning stage includes: when it is detected that the vehicle is not in a straight-ahead state, and the steering wheel angle information and the yaw angular velocity information have the same positive and negative values, determining that the steering wheel steering is in the forward turning stage.

[0110] The third value is used to determine whether the absolute value of the steering wheel angle information meets the steering wheel condition, and can be flexibly set according to the actual scenario. For example, the third value can be 240°, 250°, etc.

[0111] For example, the steering wheel condition may be: the steering wheel is in the forward turning phase; and the absolute value of the steering wheel angle information is greater than or equal to 250°.

[0112] In some embodiments, the lateral acceleration condition includes: the absolute value of the lateral acceleration information is not less than a fourth value.

[0113] The fourth value is used to determine whether the absolute value of the lateral acceleration information meets the lateral acceleration condition. It can be flexibly set according to the actual scenario. For example, the fourth value can be 6.8m / s 2 , 7m / s 2 .

[0114] For example, the lateral acceleration condition may be: the absolute value of the lateral acceleration information is greater than or equal to 7 m / s 2 .

[0115] In some embodiments, the rear axle required torque condition includes: the rear axle required torque information is not less than a fifth value.

[0116] The fifth value is a torque value used to determine whether the rear axle required torque meets the rear axle required torque condition, and can be flexibly set according to actual scenarios. For example, the fifth value can be 2000 Nm, 2010 Nm, etc.

[0117] For example, the rear axle required torque condition may be: rear axle required torque information>=2000Nm.

[0118] In some embodiments, the yaw rate condition includes: the yaw rate information is not less than a first preset multiple of a reference yaw rate.

[0119] The first preset multiple may be 0.85, 0.9, etc. The reference yaw rate may be determined using a vehicle dynamics model such as a two-freedom model.

[0120] Exemplarily, the absolute value of the yaw rate information is greater than or equal to 0.9 times the reference yaw rate.

[0121] In a specific embodiment, the preset activation conditions corresponding to the drift function may be that the following seven conditions are met at the same time: the brake hydraulic pressure is equal to the first value, the brake pedal depth information is less than the second value, the steering wheel steering information indicates that the steering wheel steering is in the forward steering stage, the absolute value of the steering wheel angle information is not less than the third value, the absolute value of the lateral acceleration information is not less than the fourth value, the rear axle required torque information is not less than the fifth value, and the absolute value of the yaw angular velocity information is not less than the reference yaw angular velocity of the first preset multiple.

[0122] In some embodiments, the second function exit condition includes one of the following: the rear axle required torque information is less than a sixth value, the yaw angular velocity information is not less than a second preset multiple of the reference yaw angular velocity, the steering wheel steering information indicates that it is not in the steering stage, the brake hydraulic information is not equal to the first value, or the brake pedal depth information is not less than the second value.

[0123] The sixth value is used to determine whether the required rear axle torque meets the second function exit condition and can be flexibly set based on the actual scenario. For example, the sixth value can be 1800 Nm, 1810 Nm, etc., and the second preset multiple can be 1.25, 1.3, etc. In some embodiments, the step of determining whether the steering wheel information indicates that the vehicle is not in the straight-ahead phase includes: determining that the steering wheel is not in the straight-ahead phase when it is detected that the vehicle is not in a straight-ahead state and the steering wheel angle information and the yaw rate information have different positive and negative values.

[0124] Specifically, the second functional condition corresponding to the exit drift function can be any one of the following five conditions: the rear axle required torque information is less than the sixth value, the yaw angular velocity information is not less than the second preset multiple of the reference yaw angular velocity, the steering wheel steering information indicates that it is not in the steering stage, the brake hydraulic information is not equal to the first value or the brake pedal depth information is not less than the second value.

[0125] In some embodiments, the preset activation conditions corresponding to the stable drift function include: a yaw differential torque activation condition and a forward differential torque activation condition, or a yaw differential torque activation condition and a reverse differential torque activation condition.

[0126] The preset activation conditions for the stable drift function include a positive yaw torque activation condition and a negative yaw torque activation condition. The positive yaw torque activation condition includes both a yaw torque activation condition and a positive torque activation condition, while the negative yaw torque activation condition includes both a yaw torque activation condition and a directional torque activation condition.

[0127] In some embodiments, the yaw torque differential activation conditions include the brake hydraulic information being equal to a first value, the brake pedal depth information being less than a second value, the absolute value of the lateral acceleration information being less than a seventh value, and the front and rear axle required torque information being greater than an eighth value.

[0128] The seventh value is used to determine whether the absolute value of the lateral acceleration information meets the lateral acceleration absolute value in the yaw torque activation condition, and can be flexibly set according to the actual scenario. For example, the seventh value can be 3.90m / s 2 , 4m / s 2 The eighth value is used to determine whether the required torque of the front and rear axles meets the torque value in the yaw torque activation condition. It can be flexibly set according to the actual scenario. For example, the eighth value can be 500Nm, 510Nm, etc.

[0129] Specifically, the yaw torque activation condition meets the following four conditions at the same time: the brake hydraulic information is equal to the first value, the brake pedal depth information is less than the second value, the absolute value of the lateral acceleration information is less than the seventh value, and the front and rear axle required torque information is greater than the eighth value.

[0130] In some embodiments, the positive differential torque activation condition includes that the positive angular velocity enable activation flag information is activated, the positive angular acceleration enable activation flag information is activated, and the yaw angle change information is increasing.

[0131] The yaw angular acceleration can be calculated by derivation of the yaw angular velocity information.

[0132] Among them, when the absolute value of the yaw angular velocity information is greater than a first preset value such as 0.2, the positive angular velocity enable flag information is activated; when the yaw angular acceleration is less than a second preset value such as -0.01, the positive differential torque acceleration enable flag information is activated.

[0133] Among them, the yaw angle change information can be combined with whether the vehicle is going straight or turning, whether the steering wheel is turned forward or reverse, and the yaw angle acceleration to judge the yaw angle change information, that is, to judge whether the driver increases the yaw angle, decreases the yaw angle, or maintains the current yaw angle.

[0134] Specifically, the positive differential torque activation condition includes that the positive angular velocity enable activation flag information is activated, the positive angular acceleration enable activation flag information is activated, and the yaw angle change information is increasing.

[0135] In some embodiments, the reverse torque differential activation condition includes reverse angular velocity enable activation flag information being activated, reverse angular acceleration enable activation flag information being activated, and the yaw angle change information being reduced.

[0136] When the absolute value of the yaw angular velocity information is greater than a third preset value such as 0.8, the reverse angular velocity enable flag information is activated; when the yaw angular acceleration is less than a second preset value such as -0.01, the reverse acceleration enable flag information is activated.

[0137] Specifically, the reverse torque differential activation condition includes the reverse angular velocity enable activation flag information being activated, the reverse angular acceleration enable activation flag information being activated, and the yaw angle change information being reduced.

[0138] The preset activation conditions corresponding to the stable drift function can be that the following seven conditions are met at the same time: the brake hydraulic pressure information is equal to the first value, the brake pedal depth information is less than the second value, the absolute value of the lateral acceleration information is less than the seventh value and the front and rear axle required torque information is greater than the eighth value, the positive angular velocity enable activation flag information is activated, the positive angular acceleration enable activation flag information is activated and the yaw angle change information is increased.

[0139] The preset activation conditions corresponding to the stable drift function can also be that the following seven conditions are met at the same time: the brake hydraulic information is equal to the first value, the brake pedal depth information is less than the second value, the absolute value of the lateral acceleration information is less than the seventh value and the front and rear axle required torque information is greater than the eighth value, the reverse angular velocity enable activation flag information is activated, the reverse angular acceleration enable activation flag information is activated and the yaw angle change information is reduced.

[0140] In some embodiments, the first function exit condition includes one of a yaw differential torque exit condition, a forward differential torque exit condition, and a reverse differential torque exit condition.

[0141] In some embodiments, the yaw torque differential exit condition includes one of the following: the brake hydraulic pressure information is not equal to the first value, the brake pedal depth information is not less than the second value, and the front and rear axle required torque information is not greater than a ninth value.

[0142] The ninth value is used to determine whether the required torque of the front and rear axles meets the yaw differential torque deactivation condition. It can be flexibly set according to the actual scenario. For example, the ninth value can be 500Nm, 510Nm, etc.

[0143] Specifically, the yaw torque differential exit condition is one of the following: the brake hydraulic pressure information is not equal to the first value, the brake pedal depth information is not less than the second value, and the front and rear axle required torque information is not greater than a ninth value.

[0144] In some embodiments, the forward differential torque exit condition includes that the forward angular velocity enable activation flag information is inactivated and the yaw angle change information is decreasing or unchanged.

[0145] Among them, when the absolute value of the yaw angular velocity information is less than a fourth preset value such as 0.1, the positive angular velocity enable activation flag information is not activated; when the yaw angular acceleration is greater than a fifth preset value such as 0.05, the positive angular acceleration enable activation flag information is not activated.

[0146] In some embodiments, the reverse differential torque exit condition includes that the reverse angular velocity enable activation flag information is inactivated and the yaw angle change information is increased or unchanged.

[0147] Among them, when the absolute value of the yaw angular velocity information is less than a sixth preset value such as 0.7, the reverse angular velocity enable activation flag information is not activated; when the yaw angular acceleration is greater than a fifth preset value such as 0.05, the reverse differential torque yaw angular acceleration enable flag is activated.

[0148] The second functional condition corresponding to exiting the stable drift function can be any one of the following five conditions: the brake hydraulic information is not equal to the first value, the brake pedal depth information is not less than the second value, the front and rear axle required torque information is not greater than the ninth value, the positive angular velocity enable activation flag information is not activated, and the yaw angle change information is reduced or unchanged.

[0149] The second functional condition corresponding to exiting the stable drift function can be any one of the following five conditions: the brake hydraulic information is not equal to the first value, the brake pedal depth information is not less than the second value, the front and rear axle required torque information is not greater than the ninth value, the reverse angular velocity enable activation flag information is not activated, and the yaw angle change information is increased or unchanged.

[0150] In one embodiment, Figure 3The figure shows the structure of the vehicle torque control system. The vehicle torque control system includes three motors, one for the front axle and two for the rear axle. The three-motor drift differential torque control function includes a signal processing module, a differential torque identification module, and a differential torque control module, where:

[0151] The signal processing module includes calculations for vehicle speed, slip rate, yaw acceleration, load, wheel speed difference, and wheel acceleration. Specifically, it collects data from various vehicle sensors and calculates the necessary parameters for subsequent torque differential identification. Specifically:

[0152] Wheel speed signal: used to calculate vehicle speed and wheel speed difference.

[0153] Vehicle structural parameters: may include vehicle mass, wheelbase, track width, etc., used to calculate vehicle speed.

[0154] Motor torque signal: used to calculate wheel acceleration.

[0155] Longitudinal acceleration signal: used to calculate slip rate.

[0156] Lateral acceleration signal: used to calculate yaw angular acceleration.

[0157] Yaw angular velocity signal: directly used for subsequent differential torque identification.

[0158] Steering wheel angle signal: used to calculate the loads on the left and right wheels of the rear axle.

[0159] The differential torque recognition module includes drift differential torque recognition and yaw differential torque recognition.

[0160] The differential torque control module includes drift differential torque control and yaw differential torque control.

[0161] The vehicle torque control method described above achieves drifting by performing differential torque control on the rear wheels when the vehicle's drift function is activated. This differential torque control ensures equal slip on the left and right wheels, improving steering and, consequently, drift stability.

[0162] It should be understood that, although the steps in the flowcharts of the above embodiments are shown in sequence as indicated by the arrows, these steps are not necessarily performed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be performed in other orders. Moreover, at least a portion of the steps in the flowcharts of the above embodiments may include multiple steps or multiple stages, and these steps or stages are not necessarily performed at the same time, but can be performed at different times. The execution order of these steps or stages is not necessarily to be performed in sequence, but can be performed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0163] Based on the same inventive concept, the present application also provides a vehicle control device for implementing the vehicle torque control method described in the aforementioned embodiments where the control device is the main execution body. The implementation solution provided by this device is similar to the implementation solution described in the aforementioned method. Therefore, the specific limitations in one or more vehicle control device embodiments provided below can be referenced above for the vehicle torque control method described in the embodiments where the control device is the main execution body, and will not be repeated here.

[0164] In some embodiments, a control device is provided, whose internal structure diagram can be as follows: Figure 4 As shown. The control device includes a processor, a memory, an input / output interface, a communication interface, a display unit and an input device. The processor, the memory and the input / output interface are connected via a system bus, and the communication interface, the display unit and the input device are connected to the system bus via the input / output interface. The processor of the control device is used to provide computing and control capabilities. The memory of the control device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the control device is used to exchange information between the processor and an external device. The communication interface of the control device is used to communicate with an external terminal in a wired or wireless manner. The wireless manner can be achieved through WIFI, a mobile cellular network, NFC (near field communication) or other technologies. When the computer program is executed by the processor, a vehicle torque control method is implemented.

[0165] Optionally, the control device further includes a display unit. The display unit of the control device is used to form a visually visible image and can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be a liquid crystal display or an electronic ink display screen. The input device of the control device can be a touch layer covering the display screen, a key, a trackball, or a touchpad provided on the control device housing, or an external keyboard, touchpad, or mouse.

[0166] Those skilled in the art will understand that Figure 4 The structure shown in the figure is only a block diagram of a part of the structure related to the scheme of the present application, and does not constitute a limitation on the control device to which the scheme of the present application is applied. The specific control device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0167] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the above-mentioned embodiments. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. For purposes of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The processors involved in the various embodiments provided herein may be general-purpose processors, central processing units (CPUs), graphics processors (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), data processing logic devices based on quantum computing, and the like, without limitation.

[0168] Correspondingly, an embodiment of the present application also provides a control device, which may be a terminal device or a server.

[0169] like Figure 4 As shown, Figure 4 Schematic diagram of the structure of a control device provided in an embodiment of the present application. The control device 1000 includes a processor 1001 having one or more processing cores, a memory 1002 having one or more computer-readable storage media, and a computer program stored in the memory 1002 and executable on the processor. The processor 1001 is electrically connected to the memory 1002. Those skilled in the art will understand that the control device structure shown in the figure does not constitute a limitation of the control device, and may include more or fewer components than shown, or combine certain components, or arrange the components differently.

[0170] Processor 1001 is the control center of control device 1000. It connects the various components of control device 1000 using various interfaces and lines. By running or loading software programs and / or units stored in memory 1002 and accessing data stored in memory 1002, it executes various functions of control device 1000 and processes data, thereby monitoring control device 1000 as a whole. Processor 1001 can be a central processing unit (CPU), a graphics processing unit (GPU), a network processor (NP), etc., and can implement or execute the various methods, steps, and logic blocks disclosed in the embodiments of this application.

[0171] In the embodiment of the present application, the processor 1001 in the control device 1000 loads instructions corresponding to one or more application processes into the memory 1002 according to the following steps, and the processor 1001 executes the application stored in the memory 1002 to implement various functions, such as: when the drift function of the vehicle is activated, differential torque control is performed on the rear axle wheels of the vehicle to enable the vehicle to drift. The specific implementation of each of the above operations can be found in the previous embodiment and will not be repeated here.

[0172] Alternatively, as Figure 4 As shown, the control device 1000 further includes: a touch screen 1003, a radio frequency circuit 1004, an audio circuit 1005, an input unit 1006, and a power supply 1007. Among them, the processor 1001 is electrically connected to the touch screen 1003, the radio frequency circuit 1004, the audio circuit 1005, the input unit 1006, and the power supply 1007 respectively. Those skilled in the art will understand that Figure 4 The control device structure shown in the figure does not constitute a limitation on the control device, and may include more or fewer components than shown in the figure, or combine certain components, or arrange the components differently.

[0173] The touchscreen display 1003 can be used to display a graphical user interface (GUI) and receive user operations generated by the GUI. The touchscreen display 1003 can include a display panel and a touch panel. The display panel can be used to display information input by the user or information provided to the user, as well as various graphical user interfaces (GUIs) for controlling the device. These GUIs can be composed of graphics, text, icons, videos, or any combination thereof. Optionally, the display panel can be configured in the form of a liquid crystal display (LCD), an organic light-emitting diode (OLED), or the like. The touch panel can be used to collect user touch operations on or near it (such as operations performed by a user using a finger, stylus, or any other suitable object or accessory on or near the touch panel), generate corresponding operation instructions, and execute corresponding programs in response to the operation instructions. Optionally, the touch panel can include two parts: a touch detection device and a touch controller. Among them, the touch detection device detects the user's touch direction, detects the signal caused by the touch operation, and transmits the signal to the touch controller; the touch controller receives the touch information from the touch detection device, converts it into touch point coordinates, and then sends it to the processor 1001, and can receive commands sent by the processor 1001 and execute them. The touch panel can cover the display panel. When the touch panel detects a touch operation on or near it, it is transmitted to the processor 1001 to determine the type of touch event, and then the processor 1001 provides a corresponding visual output on the display panel according to the type of touch event. In an embodiment of the present application, the touch panel and the display panel can be integrated into the touch display screen 1003 to realize input and output functions. However, in some embodiments, the touch panel and the touch panel can be used as two independent components to realize input and output functions. That is, the touch display screen 1003 can also be used as part of the input unit 1006 to realize the input function.

[0174] The RF circuit 1004 may be used to transmit and receive RF signals, so as to establish wireless communication with a network device or other control device through wireless communication, and to transmit and receive signals with the network device or other control device.

[0175] Audio circuit 1005 can be used to provide an audio interface between the user and the control device via a speaker and microphone. Audio circuit 1005 can convert received audio data into electrical signals and transmit them to the speaker, which then converts them into sound signals for output. The microphone, on the other hand, converts collected sound signals into electrical signals, which are then received by audio circuit 1005 and converted into audio data. The audio data is then output to processor 1001 for processing, and then transmitted via RF circuit 1004 to, for example, another control device. Alternatively, the audio data can be output to memory 1002 for further processing. Audio circuit 1005 may also include an earphone jack to provide communication between external headphones and the control device.

[0176] The input unit 1006 may be configured to receive input digital, character information, or user feature information (such as fingerprint, iris, or facial information), and generate keyboard, mouse, joystick, optical, or trackball signal input related to user settings and function control.

[0177] Power supply 1007 is used to supply power to various components of control device 1000. Optionally, power supply 1007 can be logically connected to processor 1001 via a power management system, thereby enabling the power management system to manage charging, discharging, and power consumption. Power supply 1007 can also include one or more DC or AC power supplies, a recharging system, a power failure detection circuit, a power converter or inverter, a power status indicator, and other arbitrary components.

[0178] although Figure 4 Not shown in the figure, the control device 1000 may also include a camera, a sensor, a wireless fidelity module, a Bluetooth module, etc., which will not be repeated here.

[0179] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0180] Those skilled in the art will appreciate that all or part of the steps in the various methods of the above embodiments may be accomplished by instructions, or by controlling related hardware through instructions. The instructions may be stored in a computer-readable storage medium and loaded and executed by a processor.

[0181] To this end, embodiments of the present application provide a computer-readable storage medium storing multiple computer programs capable of being loaded by a processor to execute any of the vehicle torque control methods provided in the embodiments of the present application. The computer program can execute the following vehicle torque control method steps: when the vehicle's drift function is activated, differential torque control is performed on the rear axle wheels of the vehicle to cause the vehicle to drift. The specific implementation of each of the above operations can be found in the previous embodiments and will not be repeated here.

[0182] The computer-readable storage medium may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0183] Since the computer program stored in the computer-readable storage medium can execute any vehicle torque control method provided in the embodiments of the present application, the beneficial effects that can be achieved by any vehicle torque control method provided in the embodiments of the present application can be achieved. Please refer to the previous embodiments for details and will not be repeated here.

[0184] According to one aspect of the present application, a computer program product or computer program is also provided, comprising computer instructions stored in a computer-readable storage medium. A processor of a control device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the control device to perform the methods provided in various optional implementations of the above embodiments.

[0185] According to one aspect of this application, Figure 5 As shown, a vehicle 10 is also provided, which includes the above-mentioned control device. The vehicle has all the beneficial effects of the above-mentioned control device, etc., which will not be described in detail in this application.

[0186] The vehicle may be a fuel vehicle, a plug-in hybrid vehicle or a new energy vehicle, etc., and this application does not make any specific restrictions on this.

[0187] In the above-described embodiments of the vehicle control device, computer-readable storage medium, control device, and computer program product, the descriptions of each embodiment have different focuses. For portions not described in detail in a particular embodiment, reference can be made to the relevant descriptions of other embodiments. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific operating processes and beneficial effects of the above-described vehicle control device, computer-readable storage medium, computer program product, control device, and their corresponding units can be referred to in the description of the vehicle torque control method in the above embodiments, and the details will not be repeated here.

[0188] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0189] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. Although the descriptions of various embodiments in the present application have different emphases, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. A vehicle torque control method, characterized in that: The method comprises: When the drift function of the vehicle is activated, performing torque differential control on the rear axle wheels of the vehicle to make the vehicle drift; The method further comprises: When the driving information of the vehicle satisfies a preset activation condition corresponding to the drift function of the vehicle, determining that the drift function is activated; The drift function includes a drift start function and / or a stable drift function; Wherein, when the drift function of the vehicle is activated, performing differential torque control on the rear axle wheels of the vehicle to make the vehicle drift includes: When the drift function of the vehicle is activated, performing differential torque control on the rear axle wheels of the vehicle according to the load of the rear axle wheels, so as to enable the vehicle to drift; When the stable drift function of the vehicle is activated, performing differential torque control on the rear axle wheels of the vehicle according to the yaw angular velocity of the rear axle wheels, so as to enable the vehicle to drift stably; The step of performing differential torque control on the rear axle wheels of the vehicle according to the load on the rear axle wheels so as to enable the vehicle to drift comprises: determining a first differential torque of the rear axle wheel according to the load of the rear axle wheel and a preset calibration coefficient; performing torque control on the rear axle wheels based on the first torque differential to enable the vehicle to drift; The step of performing differential torque control on the rear axle wheels of the vehicle according to the yaw angular velocity of the rear axle wheels so as to enable the vehicle to drift stably comprises: determining a second differential torque of the rear axle wheels according to the yaw angular velocity and the desired yaw angular velocity; The rear axle wheels are subjected to torque differential control based on the second torque differential, so as to enable the vehicle to drift stably.

2. The method according to claim 1, characterized in that The rear axle wheels include a left rear axle wheel and a right rear axle wheel, and determining a first differential torque of the rear axle wheels according to a load of the rear axle wheels and a preset calibration coefficient includes: The first differential torque of the rear axle wheels is determined according to the difference between the load of the rear axle left wheel and the load of the rear axle right wheel and the preset calibration coefficient.

3. The method according to claim 1, characterized in that The step of determining the load of the rear axle wheel comprises: The load of the rear axle wheel is determined according to the static load, longitudinal dynamic load and lateral dynamic load of the rear axle wheel.

4. The method according to claim 3, characterized in that The step of determining the static load comprises: The static load is determined according to the vehicle mass, the distance from the center of mass to the rear axle, and the rear axle wheelbase of the vehicle.

5. The method according to claim 3, characterized in that The step of determining the longitudinal dynamic load comprises: The longitudinal dynamic load is determined according to the vehicle mass, center of mass height, rear axle wheelbase and longitudinal acceleration of the vehicle.

6. The method according to claim 3, characterized in that The step of determining the lateral dynamic load comprises: The lateral dynamic load is determined according to the vehicle mass, center of mass height, rear axle wheelbase, wheel track, distance from the center of mass to the rear axle and lateral acceleration of the vehicle.

7. The method according to claim 1, characterized in that Determining the second torque difference of the rear axle wheels according to the yaw angular velocity and the expected yaw angular velocity includes: Based on the difference between the yaw rate and the desired yaw rate, a PID control algorithm is used to determine the second differential torque.

8. The method according to claim 1, characterized in that Also includes: When the driving information of the vehicle meets the first function exit condition corresponding to the stable drift function of the vehicle, the stable drift function is exited.

9. The method according to claim 1, characterized in that Also includes: When the driving information of the vehicle satisfies a second function exit condition corresponding to the drifting function of the vehicle, the drifting function is exited.

10. The method according to claim 1, characterized in that The drift function also includes a sliding function, further comprising: When the driving information of the vehicle does not meet the preset activation conditions corresponding to the drift function or the stable drift function, the vehicle is controlled to enter the slip function.

11. The method according to claim 10, characterized in that The controlling the vehicle to enter the slip function includes: The rear axle wheels of the vehicle are subjected to slip control.

12. The method according to claim 11, characterized in that The step of controlling the slip of the rear axle wheels of the vehicle includes: The rear axle wheels are subjected to slip control according to the slip rate of the rear axle wheels.

13. The method according to claim 1, wherein Also includes: detecting whether the driving information of the vehicle satisfies a preset activation condition corresponding to the drift function; When the preset activation condition corresponding to the drift function is not met, it is detected whether the driving information of the vehicle meets the preset activation condition corresponding to the stable drift function.

14. The method according to claim 1, wherein The driving information includes at least one of yaw rate information, steering wheel angle information, steering wheel turning information, lateral acceleration information, rear axle required torque information, brake pedal depth information, and brake hydraulic pressure information.

15. The method according to claim 1, wherein The preset activation conditions corresponding to the drift function include at least one of the following: First braking condition, steering wheel condition, lateral acceleration condition, rear axle required torque condition, and yaw angular velocity condition.

16. The method according to claim 15, characterized in that The first braking condition includes: The brake hydraulic pressure is equal to a first value; And / or, the brake pedal depth information is less than a second value.

17. The method according to claim 15, characterized in that The steering wheel conditions include: The steering wheel steering information indicates that the steering wheel is in the positive turning stage; And / or, the absolute value of the steering wheel angle information is not less than a third value.

18. The method according to claim 17, characterized in that The steps for determining whether the steering wheel steering information indicates that the steering wheel is in the positive steering phase include: When it is detected that the vehicle is not in a straight-ahead state and the steering wheel angle information and the yaw angular velocity information have the same positive and negative values, it is determined that the steering wheel is in the forward turning phase.

19. The method according to claim 15, characterized in that The lateral acceleration conditions include: The absolute value of the lateral acceleration information is not less than a fourth value.

20. The method according to claim 17, wherein Rear axle required torque conditions include: The rear axle required torque information is not less than the fifth value.

21. The method according to claim 17, wherein The yaw rate conditions include: An absolute value of the yaw rate information is not less than a first preset multiple of a reference yaw rate.

22. The method according to claim 9, characterized in that The second function exit condition includes one of the following: the rear axle required torque information is less than the sixth value, the yaw angular velocity information is not less than the reference yaw angular velocity of the second preset multiple, the steering wheel steering information indicates that it is not in the steering stage, the brake hydraulic information is not equal to the first value, or the brake pedal depth information is not less than the second value.

23. The method according to claim 14, wherein The steps for determining whether the steering wheel information indicates that the vehicle is not in the correct steering phase include: When it is detected that the vehicle is not in a straight-ahead state and the steering wheel angle information and the yaw angular velocity information are different in positive and negative, it is determined that the steering wheel is not in the forward-steering phase.

24. The method according to claim 14, wherein The driving information also includes forward angular velocity enable activation flag information, forward angular acceleration enable activation flag information, yaw angle change information, reverse angular velocity enable activation flag information, reverse angular acceleration enable activation flag information, and front and rear axle required torque information.

25. The method according to claim 24, characterized in that The preset activation conditions corresponding to the stable drift function include: The yaw differential torque activation condition and the positive differential torque activation condition, or the yaw differential torque activation condition and the negative differential torque activation condition.

26. The method according to claim 25, characterized in that The yaw torque activation conditions include the brake fluid pressure information being equal to a first value, the brake pedal depth information being less than a second value, the absolute value of the lateral acceleration information being less than a seventh value, and the front and rear axle required torque information being greater than an eighth value.

27. The method according to claim 25, characterized in that The positive differential torque activation condition includes that the positive angular velocity enable activation flag information is activated, the positive angular acceleration enable activation flag information is activated, and the yaw angle change information is increasing.

28. The method according to claim 25, characterized in that The reverse torque differential activation condition includes that the reverse angular velocity enable activation flag information is activated, the reverse angular acceleration enable activation flag information is activated, and the yaw angle change information is reduced.

29. The method according to claim 8, wherein The first function exit condition includes one of a yaw differential torque exit condition, a forward differential torque exit condition, and a reverse differential torque exit condition.

30. The method according to claim 29, wherein The yaw torque exit condition includes one of the following: the brake hydraulic pressure information is not equal to the first value, the brake pedal depth information is not less than the second value, and the front and rear axle required torque information is not greater than the ninth value.

31. The method according to claim 29, wherein The forward differential torque exit condition includes that the forward angular velocity enable activation flag information is inactivated and the yaw angle change information is decreasing or unchanged.

32. The method according to claim 29, wherein The reverse torque differential exit condition includes that the reverse angular velocity enable activation flag information is inactivated and the yaw angle change information is increased or unchanged.

33. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle torque control method according to any one of claims 1 to 32 is implemented.

34. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the vehicle torque control method according to any one of claims 1 to 32 is implemented.

35. A vehicle control device, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the vehicle torque control method according to any one of claims 1 to 32.

36. A vehicle, characterized in that: Includes the vehicle control device as described in claim 35.

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