Distributed driving torque control method, electronic equipment, storage medium and vehicle

Abstract

The invention discloses a distributed driving torque control method, electronic equipment, a storage medium and a vehicle, the distributed driving torque control method is used for a multi-axle drive axle of the vehicle, and the distributed driving torque control method comprises the steps that the slip rate of each wheel of the vehicle is obtained; determining the state of each drive axle according to the slip rate of each wheel of the vehicle; and when all the drive axles are in the slipping state, the multi-shaft drive axles are independently controlled, and each shaft drive axle is controlled to output torque with the current maximum driving force capable of being provided. By means of the method, the maximum driving force output of each drive axle in the slipping state can be achieved, unnecessary power loss is avoided, and the escape capacity of the vehicle under the complex or extreme road condition is improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a distributed drive torque control method, electronic equipment, non-volatile readable storage medium and vehicle. Background Art

[0002] Existing distributed drive solutions typically distribute total torque evenly. When a vehicle operates in extreme road conditions, such as mud or snow, and all drive axles are slipping, anti-slip control strategies typically address this slip by reducing the vehicle's available output torque. This strategy uniformly reduces torque output on each drive axle.

[0003] However, when all drive axles are slipping, the slip levels of each drive axle may vary. Uniformly reducing the torque output of each drive axle will limit the maximum driving force of the drive axles with lower slip levels and good adhesion. This results in the maximum driving force of some drive axles not being fully utilized, resulting in energy waste and affecting the vehicle's ability to start and escape from obstacles. Summary of the Invention

[0004] The present invention aims to address at least one of the technical problems existing in the prior art. To this end, one objective of the present invention is to provide a distributed drive torque control method that maximizes the driving force output of each drive axle in a slipping state, thereby avoiding unnecessary power loss and improving the vehicle's ability to escape from difficult or extreme road conditions.

[0005] A second object of the present invention is to provide an electronic device.

[0006] A third object of the present invention is to provide a non-volatile readable storage medium.

[0007] A fourth object of the present invention is to provide a vehicle.

[0008] In order to achieve the above-mentioned purpose, a distributed drive torque control method of an embodiment of the first aspect of the present invention is used for a multi-axis drive axle of a vehicle, and the distributed drive torque control method includes: obtaining the slip rate of each wheel of the vehicle; determining the state of each drive axle according to the slip rate of each wheel of the vehicle; when all drive axles are in a slipping state, controlling the multi-axis drive axles separately and controlling each drive axle to output torque with the maximum driving force that can be provided at present.

[0009] According to the distributed drive torque control method of an embodiment of the present invention, by obtaining the slip rate of each wheel of the vehicle, the system can understand the traction status and adhesion conditions of each wheel in real time, and determine the status of each drive axle, that is, whether the drive axle is in a slipping state and the degree of slippage. When all drive axles are in a slipping state, the system controls each drive axle separately and adjusts the output torque based on the maximum driving force that can be provided. This means that the torque output of each drive axle can be independently adjusted according to its actual slip situation, rather than uniformly reducing the torque output of each drive axle, ensuring that each drive axle exerts the maximum driving force possible in its slipping state, avoiding unnecessary power loss, and thus improving the vehicle's starting and escape capabilities in complex or extreme road conditions.

[0010] In some embodiments, the distributed drive torque control method further includes: before obtaining the slip rate of each wheel of the vehicle, determining the distributed drive torque control mode according to the switching state of the distributed drive torque control switch of the vehicle; wherein, when the distributed drive torque control switch is in the first switching state, the distributed drive torque control module is in an automatic control mode, and in the automatic control mode, the slip rate of each wheel of the vehicle is obtained to determine the state of each drive axle according to the slip rate of each wheel of the vehicle.

[0011] In some embodiments, the multi-axis drive axle includes a first drive axle and a second drive axle; the distributed drive torque control mode also includes a first manual intervention mode, wherein the output torque of one of the first drive axle and the second drive axle is less than or equal to a preset torque value, and the reduced torque of the one drive axle is transferred to the other drive axle of the first drive axle and the second drive axle, the preset torque value is greater than or equal to 0, and the sum of the output torques of the first drive axle and the second drive axle is the total required torque; when the distributed drive torque control switch is in the second switch state, the distributed drive torque control mode is the first manual intervention mode.

[0012] In some embodiments, the distributed drive torque control mode also includes a second manual intervention mode, in which the output torque of the other drive axle is less than or equal to the preset torque value, and the reduced torque of the other drive axle is transferred to the one drive axle; when the distributed drive torque control switch is in the third switching state, the distributed drive torque control mode is the second manual intervention mode.

[0013] In some embodiments, the distributed drive torque control method further includes: in the first manual intervention mode or the second manual intervention mode, issuing an alarm prompt until the distributed drive torque control switch is switched to the first switch state.

[0014] In some embodiments, the distributed drive torque control method also includes: in the automatic control mode, when the drive axle of a single axis is in a slipping state, reducing the output torque of the drive axle in the slipping state, and transferring the reduced torque of the drive axle in the slipping state to other drive axles in the multi-axis drive axles, and the sum of the output torques of the multi-axis drive axles is the total required torque; or, in the automatic control mode, determining that no drive axle is in a slipping state based on the slip rate, each drive axle outputs torque with an average torque distribution coefficient; or, in the automatic control mode, the drive axle in the slipping state returns to a non-slipping state, and the vehicle returns to a normal driving state, and each drive axle outputs torque with an average torque distribution coefficient.

[0015] In some embodiments, the distributed drive torque control method also includes: when the torque distribution coefficient of at least one drive axle in the multi-axis drive axle is less than a display ratio threshold, displaying a prompt for the at least one drive axle until the torque distribution coefficient of the at least one drive axle is greater than the display ratio threshold.

[0016] In order to achieve the above-mentioned purpose, the electronic device of the second embodiment of the present invention includes: at least one processor; a memory communicatively connected to the at least one processor; a computer program executable by the at least one processor is stored in the memory, and when the at least one processor executes the computer program, the distributed drive torque control method described in the above embodiment is implemented.

[0017] In an electronic device according to an embodiment of the present invention, at least one processor executes a computer program implementing the distributed drive torque control method described in the above embodiment. By acquiring the slip rate of each wheel of the vehicle, the system can understand the traction and adhesion conditions of each wheel in real time and determine the status of each drive axle, namely, whether the drive axle is in a slipping state and the degree of slip. When all drive axles are in a slipping state, the system independently controls each drive axle and adjusts the output torque based on the maximum available driving force. This means that the torque output of each drive axle can be independently adjusted based on its actual slip condition, rather than uniformly reducing the torque output of each drive axle. This ensures that each drive axle can exert the maximum possible driving force in its slipping state, avoiding unnecessary power loss, and thus improving the vehicle's starting and escape capabilities in complex or extreme road conditions.

[0018] In order to achieve the above-mentioned purpose, the non-volatile readable storage medium of the third aspect of the embodiment of the present invention stores a computer program thereon, and is characterized in that when the computer program is executed, the distributed drive torque control method described in the above embodiment is implemented.

[0019] According to the non-volatile readable storage medium of the embodiments of the present invention, by adopting the distributed driving torque control method described in the above embodiments, the maximum driving force output of each axle driving axle in a slipping state can be achieved, unnecessary power loss is avoided, and the vehicle's ability to get out of trouble in complex or extreme road conditions is improved.

[0020] To achieve the above object, a vehicle according to an embodiment of the fourth aspect of the present invention, the vehicle includes a multi-axle driving axle; the vehicle further includes the electronic device described in the above embodiments, or, the vehicle includes a controller and a distributed driving torque control switch, and the controller is connected to the distributed driving torque control switch for executing the distributed driving torque control method described in the above embodiments.

[0021] According to the vehicle of the embodiments of the present invention, by adopting the distributed driving torque control method described in the above embodiments, by obtaining the slip ratio of each wheel of the vehicle, the system can understand the traction state and adhesion of each wheel in real time, and determine the state of each driving axle, that is, whether the driving axle is in a slipping state and its slipping degree. When all driving axles are in a slipping state, the system separately controls each driving axle and adjusts the output torque with the maximum driving force that can be provided currently. This means that the torque output of each driving axle can be independently adjusted according to its actual slipping situation, rather than uniformly reducing the torque output of each driving axle, ensuring that each driving axle can exert the maximum driving force as much as possible in its slipping state, avoiding unnecessary power loss, and thus improving the starting and getting-out-of-trouble capabilities of the vehicle in complex or extreme road conditions.

[0022] The additional aspects and advantages of the present invention will be partly given in the following description, partly will become obvious from the following description, or will be understood through the practice of the present invention. Description of the Drawings

[0023] The above and / or additional aspects and advantages of the present invention will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, where: Figure 1 is a flowchart of a distributed driving torque control method according to an embodiment of the present invention; Figure 2 is a schematic diagram of displaying a prompt for a driving axle according to an embodiment of the present invention; Figure 3 is a schematic diagram of displaying a prompt for a driving axle according to another embodiment of the present invention; Figure 4 is a flowchart of a driving torque control method in an automatic control mode according to an embodiment of the present invention; Figure 5 is a block diagram of an electronic device according to an embodiment of the present invention; Figure 6 is a block diagram of a vehicle according to an embodiment of the present invention; Figure 7 is a block diagram of a vehicle according to another embodiment of the present invention.

[0024] Reference numerals: vehicle 100; multi-axis drive axle 1; electronic device 2; controller 3; distributed drive torque control switch 4; electronic device 110; processor 111; memory 112. Detailed implementation manners

[0025] Embodiments of the present invention will be described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. Embodiments of the present invention will be described in detail below.

[0026] In the related art, traditional vehicle drive systems usually rely on a main power source (such as an internal combustion engine or an electric motor), and transmit power to all wheels through a drive shaft and a differential, thereby realizing the function of inter-axle differential. Inter-axle differential means that during the vehicle driving process, the drive axles where different wheels are located can rotate at different speeds to adapt to different road surface conditions and turning situations. For example, when the vehicle gets stuck in mud or snow, the inter-axle differential can help the vehicle get out of trouble more easily. By allowing speed differences between different wheels, the traction force is improved and the vehicle's passing ability is enhanced.

[0027] With the development of electrification and intelligence, distributed drive systems are gradually applied in commercial vehicles. Such a system directly drives each drive axle or wheel through multiple independent motors, eliminating the traditional drive shaft and differential. Although the distributed drive system has significant advantages in flexibility and response speed, due to the lack of a traditional differential and drive shaft, it also loses the function of inter-axle differential control by mechanical means.

[0028] In existing distributed drive solutions, the total torque is usually evenly distributed. When the vehicle operates in extreme road conditions, such as mud, snow, etc., if all drive axles are in a slipping state, the anti-slip control strategy usually reduces the available output torque of the whole vehicle to cope with the slipping situation. The characteristic of this strategy is to uniformly reduce the torque output of each drive axle.

[0029] However, when all drive axles are in a slipping state, since the slipping degrees of each drive axle may be different, uniformly reducing the torque output of each drive axle will limit the maximum driving force of the drive axle with a lower slipping degree and still having good adhesion. This results in the underutilization of the maximum driving force of some drive axles, causing energy waste and affecting the vehicle's starting and getting-out-of-trouble capabilities.

[0030] In view of the above problems, an embodiment of the present invention provides a distributed drive torque control method, which is used for the multi-axle drive axle of a vehicle, can achieve the maximum driving force output of each axle drive axle in a slipping state, avoid unnecessary power loss, and improve the vehicle's ability to get out of trouble in complex or extreme road conditions.

[0031] The following refers to Figure 1 Describe the distributed drive torque control method according to an embodiment of the present invention.

[0032] Figure 1 is a flowchart of a distributed drive torque control method according to an embodiment of the present invention, as Figure 1 shown, the distributed drive torque control method at least includes steps S1 - S3.

[0033] S1. Obtain the slip ratio of each wheel of the vehicle.

[0034] In some embodiments, the slip ratio is an important indicator to measure the contact state between the wheel and the ground. It represents the difference between the actual speed and the theoretical speed of the wheel, usually expressed as a percentage. The slip ratio reflects the adhesion of the wheel on the ground, that is, whether the friction between the wheel and the ground is sufficient to maintain normal traction. Therefore, the slip ratio is crucial for the traction and stability of the vehicle. An excessively high slip ratio means that the wheel slips severely and the adhesion is insufficient, and the vehicle may not be able to effectively utilize the drive torque. An appropriate slip ratio indicates that the adhesion between the wheel and the ground is moderate, which helps the vehicle to maintain stable driving under various road conditions.

[0035] In some embodiments, the calculation formula of the slip ratio is specifically as follows: ; where V represents the actual speed of the vehicle, W represents the rotational speed of the wheel, and r represents the radius of the wheel.

[0036] In some embodiments, the wheel speed sensors installed on each wheel can measure the rotational speed of the wheel in real time. Common types of wheel speed sensors can include Hall effect sensors, photoelectric sensors, or magnetic sensors, etc. The actual speed of the vehicle can be obtained through a vehicle speed sensor or GPS (Global Positioning System). Transmit the wheel speed sensor data and the vehicle speed sensor data to the control system, and the control system can calculate the slip ratio of each wheel using the calculation formula of the slip ratio. The calculation results can be stored in the vehicle's control system and used for further drive control and stability analysis.

[0037] S2. Determine the state of each drive axle according to the slip ratio of each wheel of the vehicle.

[0038] In some embodiments, the state of the drive axle may refer to whether the drive axle is in a slipping state and the degree of its slippage. Specifically, the state of the drive axle may include a normal state, single-axle slippage, and multi-axle slippage. Among them, the normal state may indicate that the wheel slip ratio is within the normal range and the drive axle is not slipping. Single-axle slippage may indicate that the wheel slip ratio of a certain drive axle is relatively high and the drive axle is slipping. Multi-axle slippage may indicate that the wheel slip ratios of multiple drive axles are relatively high and multiple drive axles are slipping simultaneously.

[0039] In some embodiments, judging the state of each drive axle according to the slip ratio of each wheel of the vehicle can distinguish whether the drive axle is in a normal state or a slipping state by setting a slip threshold. Compare the slip ratio with the preset slip threshold. If the slip ratio of the wheel is greater than or equal to the preset slip threshold (such as 15%), the drive axle is considered to be in a slipping state. Moreover, the greater the slip ratio exceeds the threshold, the higher the degree of slippage.

[0040] In some embodiments, setting a slip ratio threshold can distinguish whether the drive axle is in a normal state or a slipping state. Specifically, compare the slip ratio of each wheel with the preset slip threshold. If the slip ratio of the wheel is less than the threshold (for example, 15%), the corresponding drive axle is considered to be in a normal state, indicating that the adhesion between the wheel and the ground is sufficient. If the slip ratio of the wheel is greater than or equal to the threshold (for example, 15%), the corresponding drive axle is considered to be in a slipping state. In addition, the greater the degree to which the slip ratio exceeds the threshold, the more serious the degree of slippage.

[0041] In some embodiments, the slip ratio threshold can be set according to vehicle type and use, driving environment, vehicle load, vehicle speed, tire parameters (such as tire type and wear condition), etc., and no specific limitation is made here.

[0042] S3. When all drive axles are in a slipping state, control the multi-axle drive axles separately, and control each axle drive axle to output torque with the maximum driving force that can be provided currently.

[0043] Specifically, in the case where all drive axles are slipping, instead of uniformly reducing the torque, the torque output of each drive axle is controlled individually. That is, for a drive axle with severe slipping, its torque output can be significantly reduced to prevent excessive slipping. For a drive axle with a lower degree of slipping, its torque output can be slightly reduced to utilize its higher adhesion. This means that the torque of each drive axle can be independently adjusted according to its specific slipping state. The torque output of each drive axle is adjusted to the level that can currently provide the maximum driving force, which ensures that each drive axle exerts the maximum possible driving force under its actual slipping state, thereby maximizing the utilization of its adhesion, improving the vehicle's ability to get out of trouble under complex or extreme road conditions, and ensuring the vehicle's traction performance and stability.

[0044] According to the distributed drive torque control method of the embodiments of the present invention, by obtaining the slip ratio of each wheel of the vehicle, the system can timely understand the traction state and adhesion of each wheel, and determine the state of each drive axle, that is, whether the drive axle is in a slipping state and its slipping degree. When all drive axles are in a slipping state, the system controls each drive axle separately and adjusts the torque output with the maximum driving force that can be provided currently. This means that the torque output of each drive axle can be independently adjusted according to its actual slipping situation, rather than uniformly reducing the torque output of each drive axle, ensuring that each drive axle exerts the maximum driving force as much as possible under its slipping state, avoiding unnecessary power loss, and thus improving the vehicle's starting and getting out of trouble ability under complex or extreme road conditions.

[0045] In some embodiments, the distributed drive torque control method further includes: before obtaining the slip ratio of each wheel of the vehicle, determining the distributed drive torque control mode according to the switch state of the distributed drive torque control switch of the vehicle.

[0046] Among them, the distributed drive torque control switch can be a mechanical switch such as a rotary switch, a toggle switch, a multi-state push-button switch, etc., or an electronic switch such as a touch panel. Among them, the rotary switch can be rotated to different positions, and each position corresponds to a different distributed drive torque control mode. The toggle switch can be toggled to different positions to select different control modes. The multi-state push-button switch can cycle through different control modes by continuous pressing. The touch panel can be used to select the control mode through touch operations on the touch screen of the vehicle's center console.

[0047] In some embodiments, the distributed drive torque control mode can include an automatic control mode and a manual intervention mode. Among them, the automatic control mode can refer to a mode in which the system automatically adjusts the torque distribution based on sensor data and preset algorithms without driver intervention. The manual intervention mode can refer to a mode that allows the driver to manually intervene and adjust the torque distribution of the drive axle, which is applicable to situations that require personalized adjustment or specific driving environments.

[0048] In some embodiments, when the distributed drive torque control switch is in the first switch state, the distributed drive torque control module is in the automatic control mode. In the automatic control mode, by real-time monitoring and analyzing the slip ratio of each wheel of the vehicle, the state of each drive axle can be determined according to the slip ratio of each wheel of the vehicle, and each axle drive axle can be automatically controlled to output torque with the maximum driving force that can be provided currently, so as to optimize the traction performance of the vehicle under different road conditions.

[0049] In some embodiments, the multi-axle drive axle includes a first drive axle and a second drive axle. Among them, the first drive axle can be the front axle or the rear axle of the vehicle, and the second drive axle can also be the front axle or the rear axle of the vehicle. In the distributed drive system, the first drive axle and the second drive axle work in coordination through the torque distribution system to optimize the power output to cope with various road conditions and driving requirements.

[0050] In some embodiments, the distributed drive torque control mode further includes a first manual intervention mode. In the first manual intervention mode, the output torque of one of the first drive axle and the second drive axle is less than or equal to a preset torque value, and the reduced torque of one drive axle is transferred to the other drive axle of the first drive axle and the second drive axle. The first manual intervention mode allows the driver to manually adjust the torque distribution according to needs. By reducing the output torque of one drive axle (such as the front axle) and transferring it to the other drive axle (such as the rear axle), the torque between the drive axles can be redistributed to better adapt to the current road conditions and driving requirements.

[0051] For example, on a snowy or slippery road surface, the first drive axle (such as the front axle) and the second drive axle (such as the rear axle) are in a slipping state, and the degree of the slipping state of the first drive axle (such as the front axle) is very serious, while the degree of the slipping state of the second drive axle (such as the rear axle) is relatively light. In this case, the output torque of the first drive axle (such as the front axle) can be limited below the preset torque value, and the excess output torque is transferred to the second drive axle (such as the rear axle) to ensure that the second drive axle (such as the rear axle) can obtain the maximum driving force that can be provided to help the vehicle get out of trouble.

[0052] In some embodiments, the preset torque value can be set according to specific driving conditions or vehicle performance requirements. The preset torque value is greater than or equal to 0, and the sum of the output torques of the first drive axle and the second drive axle is the total required torque.

[0053] In some embodiments, when the distributed drive torque control switch is in the second switch state, the distributed drive torque control mode is the first manual intervention mode. For example, the distributed drive torque control switch can be a toggle switch. By toggling the control switch downwards, the reduced torque of one drive axle (such as the front axle) can be transferred to the other drive axle (such as the rear axle) among the first drive axle and the second drive axle.

[0054] In some embodiments, the distributed drive torque control mode further includes a second manual intervention mode. In the second manual intervention mode, the output torque of the other drive axle (such as the rear axle) is less than or equal to a preset torque value, and the reduced torque of the other drive axle (such as the rear axle) is transferred to one drive axle (such as the front axle). The second manual intervention mode also allows the driver to manually adjust the torque distribution as needed. By reducing the output torque of the other drive axle (such as the rear axle) and transferring it to other drive axles (such as the front axle) other than the other drive axle (such as the rear axle), the torque between the drive axles can be redistributed to better adapt to the current road conditions and driving requirements.

[0055] For example, on a snowy or slippery road surface, the first drive axle (such as the front axle) and the second drive axle (such as the rear axle) are in a slipping state, and the degree of slipping of the second drive axle (such as the rear axle) is very serious, while the degree of slipping of the first drive axle (such as the front axle) is relatively light. In this case, the output torque of the second drive axle (such as the rear axle) can be limited below the preset torque value, and the excess output torque is transferred to the first drive axle (such as the front axle) to ensure that the first drive axle (such as the front axle) can obtain the maximum available driving force to help the vehicle get out of trouble.

[0056] In some embodiments, when the distributed drive torque control switch is in the third switch state, the distributed drive torque control mode is the second manual intervention mode. For example, the distributed drive torque control switch can be a toggle switch. By toggling the control switch upwards, the reduced torque of the other drive axle (such as the rear axle) can be transferred to other drive axles (such as the front axle) other than the other drive axle.

[0057] In some embodiments, the distributed drive torque control method further includes: when in the first manual intervention mode or the second manual intervention mode, an alarm prompt is given until the distributed drive torque control switch is switched to the first switch state. The first switch state corresponds to the automatic control mode, that is, the vehicle returns to the normal, system default torque distribution method without additional manual intervention.

[0058] Among them, the alarm prompt can include buzzer alarm, instrument display, voice prompt or other prompts. Among them, the buzzer alarm can mean that when the vehicle enters the manual intervention mode, the buzzer can emit a continuous alarm sound, and the frequency and volume of the alarm sound can be automatically adjusted according to the vehicle speed or ambient noise to ensure that it can be clearly heard under various driving conditions. The instrument display can mean that warning icons, text descriptions or graphic prompts are displayed on the instrument panel. The voice prompt can mean that different voice reminders are sent through the in-vehicle audio system to remind the driver of the current system status and may provide operation suggestions.

[0059] In some embodiments, the distributed drive torque control method further includes: in the automatic control mode, when a drive axle of a single axle is in a slipping state, reducing the output torque of the drive axle in the slipping state, the purpose of which is to prevent the wheels from continuing to slip on the ground, thus losing traction. And the system can transfer the reduced torque of the drive axle in the slipping state to other drive axles in the multi-axle drive axle. That is to say, the drive axle in the slipping state will output with the reduced torque, and the drive axles not in the slipping state will output with their original torque plus the transferred torque together, and the sum of the output torques of the multi-axle drive axle is the total required torque. This way ensures that the reduction of the torque of the drive axle in the slipping state does not affect the overall traction output of the vehicle, and at the same time concentrates the driving force on those drive axles with better adhesion to improve the vehicle's ability to get out of trouble and start.

[0060] In some embodiments, in the automatic control mode, it is determined that no drive axle is in a slipping state according to the slip ratio, that is, the slip ratios of the wheels of each drive axle are within the threshold range, and each drive axle outputs torque with an average torque distribution coefficient. That is to say, each drive axle distributes the total required torque in a ratio of 50%:50%, and this distribution method ensures the driving smoothness and power balance of the vehicle.

[0061] In some embodiments, in the automatic control mode, the drive axle in the slipping state returns to the non-slipping state, and the vehicle returns to the normal driving state, and each drive axle outputs torque with an average torque distribution coefficient.

[0062] Specifically, after transferring the reduced torque of the drive axle in the slipping state to other drive axles in the multi-axle drive axle, the slip ratio of the drive axle in the slipping state decreases. When the slip ratio of the drive axle in the slipping state decreases to within the preset slip threshold, the drive axle in the slipping state will return to the non-slipping state. At this time, the drive axle in the slipping state is outputting with the reduced torque, and the drive axles not in the slipping state are outputting with their original torque plus the transferred torque together, and the total output torque remains unchanged to help the vehicle get out of trouble.

[0063] Further, after the vehicle gets out of trouble, the system will increase the output torque of the drive axle that was in a slipping state before, and decrease the output torque of the drive axle that was not in a slipping state before, until each drive axle outputs torque with an average torque distribution coefficient.

[0064] In some embodiments, the distributed drive torque control method further includes: the system can adjust the torque distribution ratio between drive axles in real time and display it on the instrument according to the actual situation. Specifically, when the torque distribution coefficient of at least one drive axle in a multi-axle drive axle is less than the display ratio threshold, a display prompt is given for at least one drive axle until the torque distribution coefficient of at least one drive axle is greater than the display ratio threshold.

[0065] Wherein, the torque distribution coefficient is the ratio of the torque actually allocated to each drive axle to the total required torque. It reflects the contribution ratio of each drive axle in the overall power output. The display ratio threshold is a preset value used to judge whether the torque distribution of the drive axle is at a low level. The display ratio threshold can be set based on the design and operating characteristics of the vehicle, such as 0.5.

[0066] For example, as Figure 2 shown, when the torque distribution coefficient of the front axle is less than 0.5, the driving torque of the front axle is reduced, and the reduced torque is transferred to the rear axle, and a display prompt is given for the reduction of the driving torque of the front axle. If as Figure 3 shown, when the torque distribution coefficient of the rear axle is less than 0.5, the driving torque of the rear axle is reduced, and the reduced torque is transferred to the front axle, and a display prompt is given for the reduction of the driving torque of the rear axle.

[0067] Figure 4 is a flowchart of the drive torque control method in the automatic control mode according to an embodiment of the present invention. As Figure 4 shown, the drive torque control method in the automatic control mode at least includes the following steps: S10, Start.

[0068] S11, The first drive axle and the second drive axle request to allocate the total required torque according to the average torque distribution coefficient.

[0069] S101, Calculate the slip ratio of the first drive axle.

[0070] S102, Judge whether the slip ratio of the first drive axle is greater than or equal to the preset threshold. If so, go to step S104; if not, go to step S103.

[0071] S103, The first drive axle outputs torque with an average torque distribution coefficient.

[0072] S104, adjust the output torque of the first drive axle and transfer the adjusted torque amount to the second drive axle.

[0073] S105, determine whether the slip ratio of the first drive axle is greater than or equal to a preset threshold. If so, proceed to step S106; if not, return to step S104.

[0074] S106, the first drive axle outputs with the adjusted torque.

[0075] S107, after the vehicle gets out of trouble, adjust the output torque of the first drive axle so that the first drive axle outputs torque with an average torque distribution coefficient.

[0076] S201, calculate the slip ratio of the second drive axle.

[0077] S202, determine whether the slip ratio of the second drive axle is greater than or equal to a preset threshold. If so, proceed to step S204; if not, proceed to step S203.

[0078] S203, the second drive axle outputs torque with an average torque distribution coefficient.

[0079] S204, adjust the output torque of the second drive axle and transfer the adjusted torque amount to the first drive axle.

[0080] S205, determine whether the slip ratio of the second drive axle is greater than or equal to a preset threshold. If so, proceed to step S206; if not, return to step S205.

[0081] S206, the second drive axle outputs with the adjusted torque.

[0082] S207, after the vehicle gets out of trouble, adjust the output torque of the second drive axle so that the second drive axle outputs torque with an average torque distribution coefficient.

[0083] S12, end.

[0084] Generally speaking, by transferring the reduced torque of the drive axle in the slipping state to other drive axles in the multi-axle drive vehicle, it is ensured that the reduction of the torque of the drive axle in the slipping state does not affect the overall traction output of the vehicle. At the same time, the driving force is concentrated on those drive axles with better adhesion to improve the vehicle's ability to get out of trouble and start in complex or extreme road conditions.

[0085] Next, refer to Figure 5 Describe the electronic device according to an embodiment of the present invention.

[0086] Figure 5 is a block diagram of an electronic device according to an embodiment of the present invention, as Figure 5As shown, the electronic device 110 includes a memory 112 and at least one processor 111 .

[0087] In some embodiments, the at least one processor 111 may be one processor 111, or may be a plurality of processors 111, such as two processors 111, three processors 111, five processors 111, eight processors 111, or ten processors 111. These processors 111 may be various types of general-purpose or special-purpose processors, such as a central processing unit (CPU), a graphics processing unit (GPU), or a digital signal processor (DSP). The specific configuration depends on the design and purpose of the electronic device 110.

[0088] In some embodiments, memory 112 can be random access memory (RAM), read-only memory (ROM), flash memory, solid-state drives (SSDs), and the like. The choice of memory 112 depends on the processor's requirements and performance, ensuring support for real-time requirements and large-scale data processing. These memories 112 play an important role in storing and managing data, programs, and configuration information in electronic device 110, ensuring proper system operation and data security.

[0089] In some embodiments, the memory 112 is communicatively connected to at least one processor 111 , and the memory 112 stores a computer program that can be executed by at least one processor 111 . When at least one processor 111 executes the computer program, the distributed drive torque control method described in the above embodiment is implemented.

[0090] According to an embodiment of the present invention, the electronic device 110, at least one processor 111, executes a computer program that implements the distributed drive torque control method described in the above embodiment. By obtaining the slip rate of each wheel of the vehicle, the system can understand the traction state and adhesion of each wheel in real time, and determine the state of each drive axle, that is, whether the drive axle is in a slipping state and the degree of slip. When all drive axles are in a slipping state, the system controls each drive axle separately and adjusts the output torque based on the maximum driving force that can be provided. This means that the torque output of each drive axle can be independently adjusted according to its actual slip condition, rather than uniformly reducing the torque output of each drive axle. This ensures that each drive axle can exert the maximum driving force possible in its slipping state, avoiding unnecessary power loss, and thus improving the vehicle's starting and escape capabilities in complex or extreme road conditions.

[0091] The present invention also provides a non-volatile readable storage medium having a computer program stored thereon. When the computer program is executed, the distributed drive torque control method described in the above embodiment is implemented. The specific implementation process of the distributed drive torque control method can be referred to the description of the above embodiment.

[0092] In some embodiments, the non-volatile readable storage medium may include, but is not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other optical or magnetic storage media, which are not listed here one by one.

[0093] According to the non-volatile readable storage medium of an embodiment of the present invention, by adopting the distributed drive torque control method described in the above embodiment, the maximum driving force output of each axle drive axle in a slipping state can be achieved, thereby avoiding unnecessary power loss and improving the vehicle's ability to escape from complex or extreme road conditions.

[0094] Reference below Figures 6 - 7 A vehicle according to an embodiment of the present invention is described.

[0095] Figure 6 is a block diagram of a vehicle according to an embodiment of the present invention, as shown Figure 6 As shown, vehicle 100 includes a multi-axle drive axle 1. The configuration of multi-axle drive axle 1 enables vehicle 100 to effectively distribute power under various road conditions, improving traction and stability. Vehicle 100 also includes electronic device 2 as described in the above embodiments. Electronic device 2 utilizes the distributed drive torque control method described in the above embodiments to achieve maximum drive force output for each drive axle in a slipping state.

[0096] Figure 7 is a block diagram of a vehicle according to yet another embodiment of the present invention, as shown Figure 7 As shown, the vehicle 100 includes a controller 3 and a distributed drive torque control switch 4 . The controller 3 is connected to the distributed drive torque control switch 4 to execute the distributed drive torque control method described in the above embodiment.

[0097] The distributed drive torque control switch 4 may be a mechanical switch such as a rotary switch, a toggle switch, a multi-state key switch, or an electronic switch such as a touch panel.

[0098] According to the vehicle 100 of the embodiment of the present invention, the distributed drive torque control method described in the above embodiment is adopted. By obtaining the slip rate of each wheel of the vehicle 100, the system can understand the traction state and adhesion condition of each wheel in real time, and determine the state of each drive axle, that is, whether the drive axle is in a slipping state and the degree of slipping. When all drive axles are in a slipping state, the system controls each drive axle separately and adjusts the output torque with the maximum driving force that can be provided at the moment. This means that the torque output of each drive axle can be adjusted independently according to its actual slip condition, rather than uniformly reducing the torque output of each drive axle, ensuring that each drive axle exerts the maximum driving force as much as possible in its slipping state, avoiding unnecessary power loss, and thus improving the starting and escape capabilities of the vehicle 100 under complex or extreme road conditions.

[0099] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "example," "specific example," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0100] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A distributed drive torque control method, characterized in that, Multi-axle drive axle for a vehicle, the distributed drive torque control method comprising: Obtaining the slip ratio of each wheel of the vehicle; Determining the state of each drive axle according to the slip ratio of each wheel of the vehicle; When all drive axles are in a slipping state, separately controlling the multi-axle drive axle, and controlling each axle drive axle to output torque with the maximum driving force that can be provided currently.

2. The distributed drive torque control method according to claim 1, characterized in that The distributed drive torque control method further comprises: Before obtaining the slip ratio of each wheel of the vehicle, determining the distributed drive torque control mode according to the switch state of the distributed drive torque control switch of the vehicle; Wherein, when the distributed drive torque control switch is in the first switch state, the distributed drive torque control module is in the automatic control mode, and in the automatic control mode, the slip ratio of each wheel of the vehicle is obtained to determine the state of each drive axle according to the slip ratio of each wheel of the vehicle.

3. The distributed drive torque control method according to claim 2, wherein The multi-axle drive axle comprises a first drive axle and a second drive axle; The distributed drive torque control mode further comprises a first manual intervention mode, and the first manual intervention mode is that the output torque of one of the first drive axle and the second drive axle is less than or equal to a preset torque value, and the reduced torque of the one drive axle is transferred to the other drive axle of the first drive axle and the second drive axle, the preset torque value is greater than or equal to 0, and the sum of the output torques of the first drive axle and the second drive axle is the total required torque; When the distributed drive torque control switch is in the second switch state, the distributed drive torque control mode is the first manual intervention mode.

4. The distributed drive torque control method according to claim 3, wherein The distributed drive torque control mode further comprises a second manual intervention mode, and the second manual intervention mode is that the output torque of the other drive axle is less than or equal to the preset torque value, and the reduced torque of the other drive axle is transferred to the one drive axle; When the distributed drive torque control switch is in the third switch state, the distributed drive torque control mode is the second manual intervention mode.

5. The distributed drive torque control method according to claim 4, characterized in that The distributed drive torque control method further comprises: In the first manual intervention mode or the second manual intervention mode, an alarm prompt is carried out until the distributed drive torque control switch is switched to the first switch state.

6. The distributed drive torque control method according to claim 2, characterized in that The distributed drive torque control method further comprises: In the automatic control mode, when a drive axle of a single axle is in a slipping state, reducing the output torque of the drive axle in the slipping state, and transferring the reduced torque of the drive axle in the slipping state to other drive axles in the multi-axle drive axle, and the sum of the output torques of the multi-axle drive axle is the total required torque; Or, in the automatic control mode, according to the slip ratio, it is determined that no drive axle is in a slipping state, and each drive axle outputs torque with an average torque distribution coefficient. Alternatively, in the automatic control mode, the drive axle in a slipping state returns to a non-slipping state, and the vehicle returns to a normal driving state, and each drive axle outputs torque with an average torque distribution coefficient.

7. The distributed drive torque control method according to claim 6, wherein The distributed drive torque control method further includes: When the torque distribution coefficient of at least one drive axle in the multi-axle drive axle is less than the display ratio threshold, a display prompt is given to the at least one drive axle until the torque distribution coefficient of the at least one drive axle is greater than the display ratio threshold.

8. An electronic device, characterized in that, Comprising: At least one processor; A memory communicatively connected to the at least one processor; The memory stores a computer program executable by the at least one processor, and when the at least one processor executes the computer program, the distributed drive torque control method according to any one of claims 1-7 is implemented.

9. A non-volatile readable storage medium, on which a computer program is stored, characterized in that, When the computer program is executed, the distributed drive torque control method according to any one of claims 1-7 is implemented.

10. A vehicle, characterized in that The vehicle includes a multi-axle drive axle; The vehicle further includes the electronic device according to claim 8, or the vehicle includes a controller and a distributed drive torque control switch, and the controller is connected to the distributed drive torque control switch for executing the distributed drive torque control method according to any one of claims 1-7.

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