Vehicle control method and control device

Abstract

The invention provides a control method and a control device of a vehicle. According to the control method, whether the vehicle slips or not is detected through the deviation between the driving wheel acceleration and the vehicle running acceleration and / or the deviation between the driving wheel speed and the vehicle running speed, when the driving wheels slip, the driving torque output by the driving device to the slipping driving wheels is controlled to be smaller than the required torque, and vehicle safety is guaranteed. Furthermore, the slip rate of the driving wheels and the road condition of the road where the vehicle is located serve as specific control limiting conditions, when the vehicle is a four-wheel-drive vehicle, the control method can further achieve transfer and redistribution of the driving torque, and the power performance of the vehicle during slipping is improved.

Description

Vehicle control method and control device Technical Field

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

[0002] During driving, the drive wheels of a vehicle often slip. If the vehicle is on a low-adhesion road with low friction, the vehicle may even lose control. To ensure vehicle safety, anti-skid control is required.

[0003] In a method of controlling a vehicle to prevent the vehicle from skidding, a traction control system (TCS) is configured on the vehicle. When the TCS detects that the drive wheels are slipping, the driving torque or braking torque of the vehicle is controlled to improve the adhesion of the wheels so that the wheels no longer slip.

[0004] However, when wheel driving force and torque are excessive, the TCS system cannot effectively prevent vehicle slippage, thus failing to ensure safe driving. For example, when accelerating at full throttle, the vehicle's driving torque is high, resulting in significant wheel slippage. In this situation, the TCS system struggles to effectively and timely prevent wheel slippage, leading to safety and comfort issues.

[0005] Summary of the Invention

[0006] The present application provides a vehicle control method and a control device, which aim to improve the anti-skid performance of the vehicle and further ensure the dynamic performance of the vehicle under acceleration and skidding conditions.

[0007] In a first aspect, the present application provides a vehicle control method, comprising:

[0008] The acceleration of the vehicle and the acceleration of the first driving wheel of the vehicle, and / or the wheel speed of the first driving wheel and the driving speed of the vehicle are obtained.

[0009] When a first difference between the acceleration of the vehicle and the acceleration of the first drive wheel is greater than or equal to a first threshold, and / or a second difference between the wheel speed of the first drive wheel and the driving speed of the vehicle is greater than or equal to a second threshold, the drive device of the vehicle is controlled to output a first torque to the first drive wheel, and the first torque is less than a first required torque of the first drive wheel.

[0010] In this method, a first difference between the acceleration of the vehicle and the acceleration of the first drive wheel or a second difference between the wheel speed of the first drive wheel and the driving speed of the vehicle is used as a criterion for judging whether the vehicle is slipping. When vehicle slippage is detected, the driving torque of the slipping wheel is controlled to be less than the required torque to maintain the stability of the vehicle's driving.

[0011] Optionally, controlling a driving device of the vehicle to output a first torque to a first driving wheel includes:

[0012] The vehicle's driving device is controlled to output the first torque to the first driving wheel according to the first difference and / or the second difference. The larger the first difference and / or the second difference, the larger the torque difference between the first torque and the first required torque.

[0013] The first difference and the second difference can reflect the degree of vehicle slippage from the side. When the first difference and / or the second difference is larger, it indicates that the vehicle slippage is more serious. Therefore, the first torque limit for the first drive wheel is greater. Correspondingly, the torque difference between the first torque and the first required torque is greater.

[0014] In some implementations, the method further includes determining a slope of a road on which the vehicle is located.

[0015] Controlling the driving device of the vehicle to output the first torque to the first driving wheel includes:

[0016] The driving device of the vehicle is controlled to output the first torque to the first driving wheel according to the slope. The greater the slope, the greater the torque difference between the first torque and the first required torque.

[0017] The slope is an important indicator of the road condition on which the vehicle is located. A greater slope indicates worse road conditions, and a greater limit on the first torque output to the first drive wheel under poor road conditions.

[0018] In some implementations, the method further includes determining a difference between slip rates of a plurality of drive wheels of the vehicle, the plurality of drive wheels comprising at least two of a first drive wheel, a second drive wheel, a third drive wheel, and a fourth drive wheel, the first drive wheel and the second drive wheel being connected to a first drive shaft in the vehicle, the first drive wheel and the second drive wheel being located on different sides of the vehicle, the third drive wheel and the fourth drive wheel being connected to a second drive shaft in the vehicle, the first drive wheel and the third drive wheel being located on the same side of the vehicle, and the first drive wheel and the fourth drive wheel being located on different sides of the vehicle.

[0019] Controlling the driving device of the vehicle to output the first torque to the first driving wheel includes:

[0020] A driving device of the vehicle is controlled to output a first torque to a first driving wheel according to a difference between slip rates of the plurality of driving wheels, wherein a torque difference between the first torque and a first required torque is associated with a difference between slip rates of the plurality of driving wheels.

[0021] In some implementations, the plurality of drive wheels includes a first drive wheel and a second drive wheel.

[0022] Among them, when the third difference between the slip rate of the first drive wheel and the slip rate of the second drive wheel is greater than or equal to the third threshold, the torque difference is the first torque difference; when the third difference is less than the third threshold, the torque difference is the second torque difference, and the first torque difference is greater than the second torque difference.

[0023] Optionally, the plurality of drive wheels further include a third drive wheel.

[0024] When a fourth difference between the slip rate of the first drive wheel and the slip rate of the third drive wheel is greater than or equal to a fourth threshold, the torque difference is a third torque difference, and the first torque difference is greater than the third torque difference.

[0025] Optionally, the plurality of drive wheels further includes a fourth drive wheel.

[0026] Among them, when the fifth difference between the slip rate of the first drive wheel and the slip rate of the fourth drive wheel is less than the fifth threshold and the third difference is greater than or equal to the third threshold, the torque difference is the fourth torque difference, and the fourth torque difference is greater than the second torque difference and / or the third torque difference.

[0027] The slip difference between the drive wheels can be used to determine the road type the vehicle is on. Depending on the road type, the first torque output to the first drive wheel is limited to varying degrees, resulting in a corresponding change in the torque difference. Limiting the first torque based on road conditions can safeguard vehicle dynamic performance.

[0028] In some implementations, the vehicle includes a first transmission shaft and a second transmission shaft, the first transmission shaft being a transmission shaft connected to the first drive wheel, and the method further includes:

[0029] A drive device controlling the vehicle outputs a second torque to a non-slip wheel of the vehicle, the non-slip wheel is connected to a second transmission shaft, the difference between the acceleration of the non-slip wheel and the acceleration of the vehicle is less than the first difference, and the difference between the wheel speed of the non-slip wheel and the driving speed of the vehicle is less than the second difference, the second torque is greater than the required torque of the non-slip wheel, and the torque difference between the second torque and the second required torque of the non-slip wheel is equal to the torque difference between the first torque and the first required torque.

[0030] The torque difference between the second torque and the second required torque of the non-slipping wheel is controlled to be equal to the torque difference between the first torque and the first required torque, that is, the torque difference lost by the slipping first drive wheel is distributed to the non-slipping wheel, thereby realizing torque transfer and redistribution, ensuring that the total torque of the vehicle is consistent with the total required torque, and guaranteeing the acceleration performance of the vehicle.

[0031] In some implementations, after controlling the driving device of the vehicle to output the first torque to the first driving wheel for a first duration, the method further includes:

[0032] If the difference between the acceleration of the vehicle and the acceleration of the first drive wheel is greater than or equal to the first difference, and / or the difference between the wheel speed of the first drive wheel and the driving speed of the vehicle is greater than or equal to the second difference, the drive device of the vehicle is controlled to output a third torque to the first drive wheel, and the third torque is less than the first torque.

[0033] If the first drive wheel still slips after limiting the first torque output by the first drive wheel within the first time period, the torque corresponding to the first drive wheel is further controlled to ensure the driving stability of the vehicle.

[0034] In a second aspect, the present application provides a control device comprising: a processor and a memory in communication with the processor; the memory storing computer-executable instructions. The processor executes the computer-executable instructions stored in the memory to implement the vehicle control method provided by the above implementation.

[0035] In a third aspect, the present application provides a computer-readable storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement the vehicle control method provided in the above-mentioned implementation manner.

[0036] In a fourth aspect, the present application provides a computer program product, comprising a computer program, which, when executed by a processor, implements any vehicle control method mentioned in the above implementation manner. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0038] FIG1 is a schematic diagram of a state mode of a vehicle anti-skid pre-control system provided by an embodiment of the present application;

[0039] FIG2 is a schematic diagram of the workflow of a control method provided in an embodiment of the present application when the vehicle anti-skid pre-control system is in an operating mode;

[0040] FIG3 is a schematic diagram of a control flow of a control method provided in an embodiment of the present application when applied to a vehicle;

[0041] FIG4 is a schematic diagram showing the effect of applying the control method provided by one embodiment of the present application to a dual-motor four-wheel drive new energy vehicle with front drive wheel slip;

[0042] FIG5 is a schematic diagram showing the effect of applying the control method provided by one embodiment of the present application to a dual-motor four-wheel drive new energy vehicle in which both the front and rear drive wheels are slipping;

[0043] FIG6 is a schematic structural diagram of a vehicle control device provided in one embodiment of the present application;

[0044] FIG7 is a schematic structural diagram of a vehicle control device provided in another embodiment of the present application.

[0045] The above drawings illustrate specific embodiments of the present application, which will be described in more detail below. These drawings and the textual description are not intended to limit the scope of the present application in any way, but rather to illustrate the concepts of the present application to those skilled in the art by reference to specific embodiments. DETAILED DESCRIPTION

[0046] Exemplary embodiments will be described in detail herein, with examples illustrated in the accompanying drawings. In the following description, when referring to the drawings, identical numerals in different figures represent identical or similar elements, unless otherwise indicated. The embodiments described in the following exemplary embodiments are not intended to represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the present application, as detailed in the appended claims.

[0047] When starting and driving on low-friction, low-adhesion roads, the drive wheels are prone to slipping, leading to loss of control. To ensure vehicle safety, one approach is to install a TCS traction control system. When the TCS detects drive wheel slip, it controls the driving or braking torque to improve the adhesion of the slipping wheel, maintaining vehicle stability.

[0048] However, TCS control intervention is subject to communication delays, and feedback adjustments can only be made when the vehicle is unstable. For new energy vehicles, the drive motor has a smaller moment of inertia and a higher acceleration torque. This lag in TCS control makes new energy vehicles more prone to excessive slippage, and the high torque-limiting braking force of TCS can cause power loss during acceleration.

[0049] In response to the aforementioned problems, the present application provides a vehicle control method and control device, which aim to improve the anti-skid performance of the vehicle and further ensure the dynamic performance of the vehicle under acceleration and skidding conditions.

[0050] The technical concept of this application is: to detect the slip state of the vehicle's drive wheels through the difference between the vehicle acceleration and the drive wheel acceleration and / or the difference between the vehicle speed and the drive wheel speed, and to control the driving torque of the slipping drive wheels according to the road condition information of the vehicle, so as to improve the vehicle's anti-skid performance.

[0051] On this basis, the present application further proposes a technical solution for torque transfer for four-wheel drive vehicles, thereby improving the acceleration performance when the vehicle slips during acceleration.

[0052] The vehicle control method proposed in this application is applied to a vehicle anti-skid pre-control system. Figure 1 is a schematic diagram of the state modes of a vehicle anti-skid pre-control system provided by one embodiment of this application. As shown in Figure 1, the vehicle anti-skid pre-control system is divided into an operating mode and an off mode. The operating mode and the off mode can be triggered and switched through human-machine interaction methods such as physical buttons in the vehicle cabin or soft switches on the main control screen. In some implementations, the vehicle anti-skid pre-control system can also automatically enter the operating mode when the vehicle is started, depending on the vehicle state.

[0053] In Off mode, the vehicle's anti-skid pre-control system is in the off state. If the vehicle is in the starting state, the vehicle controller unit (VCU) cyclically checks the indicator value within the vehicle system that identifies the vehicle's anti-skid pre-control system mode. For example, a value of 0 indicates that the vehicle's anti-skid pre-control system is in Off mode.

[0054] When the user triggers a switch through human-machine interaction, such as a physical button in the cabin or a soft switch on the main control screen, the vehicle system receives the switch signal and updates the indicator value of the vehicle's anti-skid pre-control system mode. As an example, if the user presses the start button in the cabin while the vehicle's anti-skid pre-control system is in off mode, the vehicle system will interpret the button signal as a switch signal and update the indicator value of the vehicle's anti-skid pre-control system mode to 1. After the vehicle control unit detects the new indicator value, it controls the vehicle's anti-skid pre-control system to enter operating mode.

[0055] The vehicle anti-skid pre-control system is divided into a standby state and a start state in the operating mode. When the vehicle anti-skid pre-control system switches from the off mode to the operating mode, the initial state is the standby state. Figure 2 is a schematic diagram of the workflow of the control method provided by an embodiment of the present application when the vehicle anti-skid pre-control system is in the operating mode. As shown in Figure 2, the control method is:

[0056] S201 : Acquire the acceleration of the vehicle and the acceleration of the first driving wheel of the vehicle, and / or the wheel speed of the first driving wheel and the driving speed of the vehicle.

[0057] In the standby state, the vehicle system obtains the vehicle acceleration and the acceleration of the vehicle drive wheels, as well as the vehicle's driving speed and the wheel speed of the vehicle drive wheels based on the vehicle sensors. The wheel speed of the drive wheels can be converted through the rotational speed of the drive device corresponding to the drive wheels.

[0058] S202: When a first difference between the acceleration of the vehicle and the acceleration of the first drive wheel is greater than or equal to a first threshold, and / or a second difference between the wheel speed of the first drive wheel and the driving speed of the vehicle is greater than or equal to a second threshold, the vehicle drive device is controlled to output a first torque to the first drive wheel, and the first torque is less than a first required torque of the first drive wheel.

[0059] The vehicle anti-skid pre-control system calculates the difference between the acceleration of each drive wheel and the vehicle acceleration, as well as the difference between the wheel speed of each drive wheel and the vehicle speed. If the acceleration difference between any drive wheel and the vehicle is no less than a first threshold, and / or the wheel speed difference between any drive wheel and the vehicle is no less than a second threshold, the vehicle anti-skid pre-control system determines that the drive wheel is slipping. It will be understood that the first and second thresholds are preset manually, and the vehicle anti-skid pre-control system uses these thresholds as a basis for determining whether the drive wheel is slipping.

[0060] In operating mode, to distinguish between standby and active states, the vehicle system, for example, uses another status indication field to indicate the functional status of the vehicle's anti-skid pre-control system. When this indication field is 10, the vehicle's anti-skid pre-control system is in standby mode. At this point, the system determines whether the vehicle's drive wheels are slipping in the manner described above. Upon determining that a slipping drive wheel is present, the system sends a slip signal to the vehicle system. Based on the slip signal, the vehicle system updates the aforementioned indication field to 11. Upon detecting this indication field, the vehicle control unit controls the anti-skid pre-control system to enter its active state.

[0061] When activated, the vehicle's anti-skid pre-control system uses the slip signal to determine which drive wheel is slipping. It then controls the torque of the drive unit corresponding to the slipping drive wheel based on the vehicle's drive wheel slip rate and road conditions. The drive torque of a drive wheel is determined by the corresponding drive unit. Therefore, when a drive wheel slips, the vehicle's anti-skid pre-control system effectively controls the drive unit corresponding to the slipping drive wheel to output a torque that is less than the required torque of the slipping drive wheel.

[0062] The drive wheel torque demand is calculated and distributed based on the vehicle's total torque demand. During actual driving, the vehicle system converts the accelerator pedal's depth of depression into a total torque demand signal, which the vehicle control unit receives via the vehicle's communication network. In certain special scenarios, such as autonomous driving, the total torque demand can be the total drive torque required for normal vehicle operation according to autonomous driving commands.

[0063] For two-wheel drive vehicles, the vehicle control unit controls the drive unit to distribute the total torque required, as indicated by the total torque required signal, to the drive shaft connected to the drive wheels. The torque on the drive shaft connected to the slipping drive wheel is the required torque for the slipping drive wheel. For four-wheel drive vehicles, the torque required by the front and rear drive shafts may differ, depending on the specific vehicle parameters. Based on the front and rear torque distribution coefficients of the vehicle, the vehicle control unit controls the drive unit to distribute the total torque required to the corresponding drive shafts. It should be noted that the drive unit in new energy vehicles corresponds to a drive motor, and each drive wheel in the vehicle may have a corresponding drive motor. In this case, the vehicle system calculates the corresponding required torque for each drive wheel based on the total torque required and the specific vehicle parameters.

[0064] Compared with the TCS system, the detection method adopted by the control method proposed in this embodiment can more quickly identify the slippage of the drive wheel, and output the first torque to the first drive wheel by controlling the drive device so that the first torque is less than the required torque of the first drive wheel, thereby ensuring the driving stability of the vehicle.

[0065] In some implementations, in the starting state, for a four-wheel drive vehicle, the vehicle anti-skid pre-control system can not only control the driving torque output by the driving device corresponding to the slipping driving wheel to the slipping driving wheel, but also realize torque redistribution, specifically: the vehicle anti-skid pre-control system calculates the torque difference between the driving torque output to the slipping driving wheel and its required torque, and distributes the torque difference to the non-slipping driving wheel. It can be understood that only when the driving wheel can directly control its driving torque through the corresponding driving motor, the vehicle anti-skid pre-control system can directly distribute the torque difference to the non-slipping driving wheel, otherwise the vehicle anti-skid pre-control system can only distribute the torque difference to the drive shaft connected to the non-slipping driving wheel, and realize torque redistribution through the drive shaft.

[0066] The above embodiments introduce the switching of the vehicle anti-skid pre-control system in various mode states. The following describes the specific manner in which the vehicle anti-skid pre-control system controls the torque of the drive device corresponding to the slipping drive wheel based on the slip rate of the vehicle drive wheel and the road conditions in the startup state.

[0067] An embodiment of the present application provides a control method. After entering the startup state, the vehicle anti-skid pre-control system can calculate the slip rate of each driving wheel of the vehicle based on the vehicle's driving speed and the wheel speed of the vehicle's driving wheels; by comparing the slip rates between the driving wheels, the type of road surface on which the vehicle is located can be determined, and the slope information obtained by the vehicle slope sensor can be used to determine the slope angle of the road surface on which the vehicle is located. The type of road surface on which the vehicle is located and the slope angle represent the road condition of the road surface on which the vehicle is located.

[0068] In some implementations, the vehicle anti-skid pre-control system classifies the slope grade according to the slope angle of the road on which the vehicle is located. An example is as follows:

[0069] When the slope angle is less than 5°, the vehicle is judged to be on a flat road;

[0070] When the slope angle is greater than or equal to 5° and less than 15°, the vehicle is judged to be on a slight slope.

[0071] When the slope angle is greater than or equal to 15° and less than 25°, the vehicle is judged to be on a medium slope road surface;

[0072] When the slope angle is greater than or equal to 25°, it is determined that the vehicle is on a steep slope.

[0073] The vehicle anti-skid pre-control system determines the road surface type of the vehicle by calculating the slip rate deviation between the drive wheels. An example is as follows:

[0074] For a two-wheel drive vehicle, the first drive wheel and the second drive wheel are located on the left and right sides of the vehicle, respectively. When the difference in slip rates between the first drive wheel and the second drive wheel is greater than or equal to a third threshold, the vehicle is determined to be on a split road, which means that the road adhesion coefficients on the left and right sides of the vehicle are different.

[0075] When the difference between the slip rates of the first driving wheel and the second driving wheel is less than a third threshold, it is determined that the vehicle is on a uniform road surface, where a uniform road surface means that the road adhesion coefficients of the left and right wheels of the vehicle are the same;

[0076] For a four-wheel drive vehicle, the third and fourth drive wheels are located on the left and right sides of the vehicle, respectively. The third and first drive wheels are located on the same side of the vehicle. The first and second drive wheels serve as the front drive wheels of the vehicle, and the third and fourth drive wheels serve as the rear drive wheels of the vehicle. When the difference in slip rate between any front drive wheel and the rear drive wheel on the same side is greater than or equal to a fourth threshold, the vehicle is determined to be on an intersecting road surface. The intersecting road surface means that the road adhesion coefficients of the front and rear axle wheels of the vehicle are different.

[0077] When the slip rate deviation of the coaxial drive wheels on the left and right sides of the vehicle is greater than the third threshold and the slip rate deviation of the diagonal drive wheels of the vehicle is less than the fourth threshold, the vehicle is determined to be on a checkerboard road surface. The checkerboard road surface means that the road adhesion coefficients of the coaxial wheels on the vehicle are different, while the road adhesion coefficients of the diagonal wheels of the vehicle are the same.

[0078] It is understandable that the third threshold and the fourth threshold are both set manually.

[0079] In the active state, the vehicle anti-skid pre-control system controls the drive torque output by the drive unit based on the slip rate of the slipping drive wheel and the identified road conditions. For example, if the driver presses the accelerator to accelerate the vehicle while in motion, the vehicle system converts the depth of the accelerator pedal depression into a total vehicle torque demand signal, which the vehicle control unit receives via the vehicle communication network. For a dual-motor four-wheel drive vehicle, the system calculates the torque demand to be allocated to the front and rear axles based on the vehicle distribution coefficient. The drive wheel torque demand corresponds to the drive torque of the connected propeller shaft. When the wheel speed of the first drive wheel and the vehicle's driving speed reach a first threshold, the vehicle anti-skid pre-control system in its active mode determines that the first drive wheel is slipping and switches from the standby state to the active state, entering the first-wheel control phase of the vehicle anti-skid pre-control system.

[0080] Because the vehicle is accelerating, the vehicle anti-skid pre-control system controls the first torque output by the drive motor corresponding to the first drive wheel to the transmission shaft connected to the first drive wheel to be in an increasing state. To ensure that the first torque is less than the torque required by the first drive wheel, the control method proposed in this application dynamically limits the increasing speed of the first torque. The control logic is as follows:

[0081] The greater the slip rate of the first drive wheel, the greater the limit on the rising speed of the first torque, that is, the slower the rising speed of the first torque is controlled. The slip rate formula of the wheel is: slip rate = (wheel speed - vehicle speed) / wheel speed × 100%. The slip rate can be regarded as another form of expression of the difference between the wheel speed of the drive wheel and the driving speed of the vehicle. Therefore, the greater the slip rate of the first drive wheel, the greater the difference between the wheel speed of the first drive wheel and the driving speed of the vehicle, indicating that the slip of the first drive wheel is more serious. Therefore, the limit on the rising speed of the first torque increases with the increase of the slip rate. At this time, the difference between the first torque and the required torque of the first drive wheel is also greater;

[0082] The greater the slope angle of the road the vehicle is on, the greater the limit on the rate of increase of the first torque, that is, the slower the rate of increase of the first torque is controlled. The slope angle of the road the vehicle is on indicates the quality of the road conditions. The greater the slope angle, the greater the need for improved safety performance of the vehicle. Therefore, the greater the slope angle, the greater the limit on the rate of increase of the first torque. For example, according to the above-mentioned slope grade, when the vehicle is on a flat road, the vehicle anti-skid pre-control system will limit the rate of increase of the first torque to the minimum, and when the vehicle is on a steep slope, the limit on the rate of increase of the first torque will be the maximum.

[0083] When the vehicle is on a uniform or flat surface, the increase rate limit for the first torque is smaller. When the vehicle is on a split or checkerboard surface, the increase rate limit for the first torque is larger. Like the slope angle, the type of road surface the vehicle is on can indicate the quality of the road condition. Uniform and flat surfaces have greater adhesion than split and checkerboard surfaces. Therefore, the increase rate limit for the first torque is relatively smaller on uniform or flat surfaces, and the difference between the first torque and the required torque of the first drive wheel is also relatively small.

[0084] It is understandable that the wheel anti-skid pre-control system can dynamically limit the first torque rising speed through an intelligent braking system (IBS), a motor controller unit (MCU) or a vehicle control unit.

[0085] According to the control method provided herein, the wheel anti-skid pre-control system enters an active state and begins timing, dynamically limiting the rate of increase of the first torque during the initial control period. After the initial control period expires, the wheel anti-skid pre-control system switches from the active state to a standby state, where it continues to monitor the vehicle's drive wheels for slip.

[0086] If, after the primary wheel control, the first drive wheel still slips and exhibits an increased slip rate, the wheel anti-skid pre-control system, according to the control method provided herein, switches to an active state and enters secondary wheel control of the first torque. Because the slip rate of the first drive wheel increases after the primary wheel control, the wheel anti-skid pre-control system further limits the rate of increase of the first torque. In some implementations, the rate of increase of the first torque is limited to zero, i.e., the first torque is controlled to continue increasing and remain consistent with the drive torque outputted by the drive motor corresponding to the first drive wheel to the drive shaft connected to the first drive wheel at the previous moment. After the secondary wheel control period expires, the wheel anti-skid pre-control system switches from the active state to a standby state. In the standby state, the wheel anti-skid pre-control system continues to monitor the vehicle's drive wheels for slip.

[0087] If, after the second-wheel control, the first drive wheel still slips and the slip rate does not decrease, according to the control method provided in this application, the wheel anti-skid pre-control system switches to the active state, entering third-wheel control of the first torque. If, after two-wheel control, the first drive wheel still slips, to ensure vehicle safety, the vehicle anti-skid pre-control system limits the rising speed of the first torque to a negative value. In other words, the vehicle anti-skid pre-control system performs torque reduction control on the first torque. It should be noted that the control method proposed in this application also dynamically limits the torque reduction speed of the first torque, and its control logic is as follows:

[0088] The greater the slip rate of the first drive wheel, the smaller the limit on the first torque reduction speed, that is, the faster the first torque reduction speed is controlled. The greater the slip rate of the first drive wheel, the more severe the slip of the first drive wheel. Therefore, the limit on the first torque reduction speed decreases as the slip rate increases, so the first torque is reduced as much as possible while ensuring acceleration performance.

[0089] The greater the slope angle of the road the vehicle is on, the smaller the limit on the first torque reduction speed, that is, the faster the first torque reduction speed is controlled. When the slope angle of the road the vehicle is on is greater, to ensure the safety performance of the vehicle, the first torque of the vehicle should be as small as possible while meeting the climbing requirements. Therefore, the first torque reduction speed should be increased;

[0090] When the vehicle is on a uniform or flat road surface, the torque reduction speed limit for the first torque is greater. When the vehicle is on a split road surface or a checkerboard road surface, the torque reduction speed limit for the first torque is smaller. Like the slope angle, the type of road surface the vehicle is on can indicate the quality of the road condition. Split and checkerboard roads have weaker road adhesion than uniform and flat roads. Therefore, the torque reduction speed limit for the first torque is relatively greater on uniform and flat roads, and the difference between the first torque and the torque required by the first drive wheel is also relatively large.

[0091] It should be noted that, since the vehicle is a four-wheel drive vehicle, in the above multi-wheel control of the first torque, the vehicle anti-skid pre-control system can transfer the torque difference between the first torque and the first required torque to the drive shaft connected to the non-slip drive wheel.

[0092] For example, after the driver presses the accelerator pedal, the vehicle system can calculate the total torque demand of the vehicle as T based on the depth of the accelerator pedal. According to the vehicle's distribution coefficient, the torque demand of the first transmission shaft connected to the first drive wheel is T1, so the first demanded torque is T1. The torque demand of the second transmission shaft connected to the non-slip third drive wheel and the fourth drive wheel is T2. In the first-wheel control, after dynamically limiting the rise rate of the first torque, the first torque is ultimately T3. The torque difference between the first demanded torque T1 and the first torque T3 is ΔT = T1-T3. The vehicle anti-skid pre-control system distributes this torque difference ΔT to the second transmission shaft, and the torque on the second transmission shaft is T2+Δ. The total torque of the vehicle is consistent with the total demanded torque.

[0093] In this embodiment, the drive torque output by the drive device corresponding to the slipping drive wheel is controlled based on the vehicle's slip rate and road conditions. This prevents significant vehicle slippage under high torque conditions. Furthermore, for new energy vehicles, this system prevents battery overcurrent caused by a rapid increase in the drive motor speed corresponding to the slipping drive wheel, ensuring safe energy management for new energy vehicles. Furthermore, by applying torque shifting and redistribution to four-wheel drive vehicles, dynamic performance during vehicle slippage is ensured, achieving consistent acceleration.

[0094] Based on the above-mentioned embodiments, a complete introduction is given below to the control process of the control method provided in the present application applied to the vehicle anti-skid pre-control system in combination with Figure 3. Figure 3 is a schematic diagram of the control flow of the control method provided in the embodiment of the present application applied to the vehicle anti-skid pre-control system.

[0095] As shown in FIG3 , the control process of the control method provided by this application specifically includes the following steps:

[0096] S301: The vehicle starts and the drive device begins to operate.

[0097] S302: Determine whether the working mode of the vehicle anti-skid pre-control system is the running mode.

[0098] As an example, the working modes of the vehicle anti-skid pre-control system are divided into running mode and off mode. The user controls the working mode of the anti-skid pre-control system through human-machine interaction operations such as the start button in the cabin or the soft switch in the main control screen.

[0099] For the entire vehicle system, the operating mode of the vehicle's anti-skid pre-control system is determined by the operating mode indicator value. For example, when the operating mode indicator value is 0, the vehicle's anti-skid pre-control system is in the off mode, and when the operating mode indicator value is 1, the vehicle's anti-skid pre-control system is in the running mode. The entire vehicle system updates the operating mode indicator value based on the switching signal input by the user. The vehicle's anti-skid pre-control system switches its operating mode based on this operating mode indicator value.

[0100] In some implementations, the vehicle anti-skid pre-control system automatically enters the operating mode when the vehicle is started, and the user can turn off the vehicle anti-skid pre-control system through the above-mentioned human-machine exchange operation.

[0101] It should be noted that after the vehicle anti-skid pre-control system enters the operating mode, it is divided into a standby state and an active state in the operating mode, with the initial state being the standby state. If the vehicle anti-skid pre-control system is in the off mode, subsequent control cannot be performed and the control process ends.

[0102] S303: Detect whether the vehicle is slipping based on the vehicle acceleration and the driving wheel acceleration and / or the vehicle speed and the driving wheel speed.

[0103] In the standby state, the vehicle anti-skid pre-control system continuously detects whether the drive wheels are slipping based on the difference between the vehicle acceleration and the drive wheel acceleration and / or the difference between the vehicle speed and the drive wheel speed. Only when drive wheel slip is detected does the system jump to step S204, where the vehicle anti-skid pre-control system switches from the standby state to the active state. Otherwise, the vehicle anti-skid pre-control system remains in the standby state and continuously detects drive wheel slip.

[0104] The vehicle system uses another status indication field to indicate the functional status of the vehicle's anti-skid pre-control system. For example, when this field is 10, the vehicle's anti-skid pre-control system is in standby mode, while when it is 11, the system is active. The vehicle control unit updates this field based on the slip signal from the anti-skid pre-control system, and the anti-skid pre-control system switches states based on this field.

[0105] S304: Control the torque of the driving device corresponding to the slipping driving wheel based on the slip rate of the vehicle driving wheel and the road condition of the vehicle.

[0106] In this step, the wheel anti-skid pre-control system is in the startup state. First, based on the slip rate deviation between each driving wheel, the type of road surface on which the vehicle is located is determined. The slope angle and slope information of the road surface on which the vehicle is located are both road condition information of the road surface on which the vehicle is located.

[0107] The vehicle anti-skid pre-control system controls the drive device corresponding to the slipping first drive wheel to output a first torque to the corresponding first drive wheel. Its overall control logic is to ensure that the first torque is less than the required torque of the first drive wheel. For four-wheel drive vehicles, in some implementations, the vehicle anti-skid pre-control system can also control torque transfer and redistribution. Detailed control examples have been described in the previous embodiments and will not be repeated here. It should be noted that after completing each wheel control, the vehicle anti-skid pre-control system first proceeds to step S205.

[0108] S305: Determine whether the vehicle operation information meets the control exit condition.

[0109] In this step, as an example, the exit conditions include:

[0110] (1) Vehicle chassis function intervention, including chassis functions such as antilock brake system (ABS), TCS system or electronic stability control system (ESC);

[0111] (2) The driver reduces the depth of the accelerator pedal;

[0112] (3) The driver presses the brake pedal;

[0113] (4) The first torque controlled by the vehicle anti-skid pre-control system is greater than the first required torque.

[0114] If any of the above four conditions are met, the control flow jumps to S202 to re-determine the operating mode of the vehicle anti-skid pre-control system. Otherwise, the vehicle anti-skid pre-control system switches from the active state to the standby state after each round of control, and executes multiple rounds of cyclic control until the vehicle meets any of the above four conditions.

[0115] This embodiment fully introduces the control process of the control method proposed in this application within the vehicle. Through this control process, the stability of the vehicle can be maintained and the acceleration performance of the vehicle can be guaranteed during the vehicle acceleration process.

[0116] The following, combined with Figures 4 and 5, more intuitively demonstrates the effects of the control method proposed in this application. Sub-figure (A) in Figure 4 shows the changes in the drive wheels and vehicle speed when the vehicle uses only the TCS system, and sub-figure (B) in Figure 4 shows the changes in the drive wheels and vehicle speed when the vehicle anti-skid pre-control system proposed in this application is activated. Sub-figures (C) and (D) in Figure 4 respectively show the changes in the first torque and second torque when the vehicle anti-skid pre-control system is activated.

[0117] The vehicle shown in Figure 4 is a dual-motor, four-wheel-drive new energy vehicle. The vehicle is accelerating, and the anti-skid pre-control system is operating in run mode. Based on the vehicle's torque distribution coefficient, the system calculates the required torque for the front axle as T1 and the required torque for the rear axle as T2. As shown in Figure 4, at time t1, the anti-skid pre-control system detects that the difference between the front wheel speed and the vehicle's speed reaches a second threshold, indicating that the front wheels are slipping. However, the difference between the rear wheel speed and the vehicle's speed does not reach the second threshold, indicating that the rear wheels are not slipping. The front and rear wheel slip rate deviation on the same side of the vehicle is greater than the slip rate deviation threshold, indicating that the vehicle is on the contact surface at time t1.

[0118] As shown in sub-graph (C) of Figure 4, the vehicle anti-skid pre-control system switches from standby to active at time t1, limiting the rate of increase of the first torque output by the drive motor corresponding to the front axle. Because the first torque is increasing and the front wheel slip rate has not decreased, the vehicle anti-skid pre-control system further limits the rate of increase of the first torque. As shown in sub-graph (B), the wheel speed of the slipping front wheel reaches its peak at time t2. Thereafter, as the vehicle anti-skid pre-control system reduces the first torque, the wheel speed of the slipping front wheel decreases, gradually approaching the vehicle speed.

[0119] As shown in sub-graph (D) in Figure 4, since the front wheels of the vehicle are slipping but the rear wheels are not, the vehicle anti-skid pre-control system controls the first torque at time t1 while also allocating the difference between the first torque and the required torque of the front axle to the second torque corresponding to the rear axle, so that the total torque of the front and rear axles is consistent with the total required torque of the vehicle. Therefore, it can be observed that the vehicle speed in sub-graphs (A) and (B) increases steadily, ensuring the consistency of vehicle acceleration.

[0120] As shown in sub-figures (A) and (D), if the vehicle lacks a pre-control system and relies solely on the TCS for stability, the speed of the slipping front wheel continues to increase until t3, when the TCS detects the slip and initiates front axle torque reduction. At t3, the speed of the slipping wheel is significantly greater than the vehicle's speed, and relying solely on the TCS would likely result in significant skidding.

[0121] In addition, as shown in sub-figures (A) and (B) of Figure 4, after the same period of acceleration, at time t4, the vehicle with the vehicle anti-skid pre-control system enabled can accelerate to speed V1, while the vehicle without the system enabled accelerates to speed V2. Speed ​​V1 is higher than speed V2, indicating that the control method proposed in this application enhances the acceleration performance.

[0122] The scenario in Figure 5 is similar to that in Figure 4 , differing in that at time t1, the vehicle's anti-skid pre-control system detects that the difference between the front and rear wheel speeds and the vehicle's speed has reached a second threshold, thus determining that both front and rear wheels are slipping. Because the wheel slip deviation on both sides of the vehicle is less than the slip deviation threshold, the vehicle is on a smooth road surface at time t1.

[0123] As shown in subgraph (D) of Figure 5, due to slippage on both the front and rear wheels, the vehicle's anti-skid pre-control system switches from standby to active at time t1, limiting the rate of increase in the drive torque output by the front axle's drive motor and the rate of increase in the drive torque output by the rear axle's drive motor. Furthermore, since both drive wheels are slipping, the anti-skid pre-control system is unable to redistribute torque.

[0124] As can be seen from Figures 4 and 5, the control method proposed in this application can detect vehicle slippage before the TCS system, and control the driving torque corresponding to the slipping drive wheel in advance, thereby preventing the vehicle from slipping severely or even losing control of the direction, and ensuring the safety performance of the vehicle.

[0125] It can be understood that the examples in the above embodiments are mostly two-motor new energy vehicles, and the control method proposed in this application is also applicable to three-motor or even four-motor new energy vehicles.

[0126] FIG6 is a schematic diagram of the structure of a vehicle control device provided by an embodiment of the present application. As shown in FIG6 , the device 600 of this embodiment may include: an acquisition module 601 and a processing module 602 .

[0127] The acquisition module 601 is configured to acquire the acceleration of the vehicle and the acceleration of the first driving wheel of the vehicle, and / or the wheel speed of the first driving wheel and the driving speed of the vehicle.

[0128] When a first difference between the acceleration of the vehicle and the acceleration of the first drive wheel is greater than or equal to a first threshold, and / or a second difference between the wheel speed of the first drive wheel and the driving speed of the vehicle is greater than or equal to a second threshold, the processing module 602 is configured to control the drive device of the vehicle to output a first torque to the first drive wheel, where the first torque is less than a first required torque of the first drive wheel.

[0129] Optionally, controlling a driving device of the vehicle to output a first torque to a first driving wheel includes:

[0130] The processing module 602 controls the vehicle's driving device to output the first torque to the first driving wheel according to the first difference and / or the second difference. The larger the first difference and / or the second difference, the larger the torque difference between the first torque and the first required torque.

[0131] Optionally, the acquisition module 601 is further configured to acquire the slope of the road on which the vehicle is located.

[0132] The processing module 602 is configured to control a driving device of the vehicle to output a first torque to a first driving wheel, including:

[0133] The processing module 602 controls the driving device of the vehicle to output the first torque to the first driving wheel according to the slope. The greater the slope, the greater the torque difference between the first torque and the first required torque.

[0134] Optionally, the processing module 602 is further configured to determine a difference between slip rates of a plurality of drive wheels of the vehicle, where the plurality of drive wheels include at least two of a first drive wheel, a second drive wheel, a third drive wheel, and a fourth drive wheel, wherein the first drive wheel and the second drive wheel are connected to a first drive shaft in the vehicle, and the first drive wheel and the second drive wheel are located on different sides of the vehicle, the third drive wheel and the fourth drive wheel are connected to a second drive shaft in the vehicle, the first drive wheel and the third drive wheel are located on the same side of the vehicle, and the first drive wheel and the fourth drive wheel are located on different sides of the vehicle.

[0135] The processing module 602 is configured to control a driving device of the vehicle to output a first torque to a first driving wheel, including:

[0136] The processing module 602 controls the driving device of the vehicle to output a first torque to the first driving wheel according to the difference between the slip rates of the plurality of driving wheels, wherein the torque difference between the first torque and the first required torque is associated with the difference between the slip rates of the plurality of driving wheels.

[0137] In some implementations, the plurality of drive wheels includes a first drive wheel and a second drive wheel.

[0138] When the third difference between the slip rate of the first drive wheel and the slip rate of the second drive wheel is greater than or equal to the third threshold, the torque difference is a first torque difference; when the third difference is less than the third threshold, the torque difference is a second torque difference. The processing module 602 controls the first torque difference to be greater than the second torque difference.

[0139] Optionally, the plurality of drive wheels further include a third drive wheel.

[0140] When a fourth difference between the slip rate of the first drive wheel and the slip rate of the third drive wheel is greater than or equal to a fourth threshold, the torque difference is a third torque difference, and the processing module 602 controls the first torque difference to be greater than the third torque difference.

[0141] Optionally, the plurality of drive wheels further includes a fourth drive wheel.

[0142] When a fifth difference between the slip rate of the first drive wheel and the slip rate of the fourth drive wheel is less than a fifth threshold value and the third difference is greater than or equal to the third threshold value, the torque difference is a fourth torque difference value, and the processing module 602 controls the fourth torque difference value to be greater than the second torque difference and / or the third torque difference.

[0143] In some implementations, the vehicle includes a first transmission shaft and a second transmission shaft, the first transmission shaft is a transmission shaft connected to the first drive wheel, and the processing module 602 is also used to control the vehicle's drive device to output a second torque to the vehicle's non-slip wheels, the non-slip wheels are connected to the second transmission shaft, the difference between the acceleration of the non-slip wheels and the acceleration of the vehicle is less than the first difference, and the difference between the wheel speed of the non-slip wheels and the driving speed of the vehicle is less than the second difference, and the processing module 602 is used to control the second torque to be greater than the required torque of the non-slip wheels, and the torque difference between the second torque and the second required torque of the non-slip wheels is equal to the torque difference between the first torque and the first required torque.

[0144] In some implementations, after controlling the vehicle's drive device to output a first torque to the first drive wheel for a first period of time, if a difference between the vehicle's acceleration and the first drive wheel's acceleration is greater than or equal to a first difference, and / or a difference between the wheel speed of the first drive wheel and the vehicle's driving speed is greater than or equal to a second difference, the processing module 602 is configured to control the vehicle's drive device to output a third torque to the first drive wheel, where the third torque is less than the first torque.

[0145] It should be understood that the apparatus 600 is embodied in the form of functional modules. The term "module" may refer to an application specific integrated circuit (ASIC), an electronic circuit, a processor (e.g., a shared processor, a dedicated processor, or a group processor, etc.) and memory for executing one or more software or firmware programs, combined logic circuits, and / or other suitable components that support the described functionality.

[0146] The apparatus 600 has the function of implementing the corresponding processes and / or steps in the above method embodiment; the above functions can be implemented by hardware, or by hardware executing corresponding software. The hardware or software includes one or more modules corresponding to the above functions.

[0147] Figure 7 is a schematic diagram of the structure of a service access device provided by another embodiment of the present application. The device 700 shown in Figure 7 can be used to execute any of the aforementioned methods executed by the vehicle control device.

[0148] As shown in Figure 7 , the apparatus 700 of this embodiment includes a memory 701, a processor 702, a communication interface 703, and a bus 704. The memory 701, the processor 702, and the communication interface 703 are connected to each other via the bus 704.

[0149] The memory 701 may be a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 701 may store a program. When the program stored in the memory 701 is executed by the processor 702, the processor 702 is configured to execute any of the aforementioned methods.

[0150] The processor 702 may be a general-purpose central processing unit (CPU), a microprocessor, an application-specific integrated circuit, or one or more integrated circuits for executing related programs.

[0151] The processor 702 may also be an integrated circuit chip with signal processing capabilities. In the implementation process, the various related steps in the embodiment of the present application may be completed by hardware integrated logic circuits in the processor 702 or software instructions.

[0152] The processor 702 may also be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic device, a discrete gate or transistor logic device, or a discrete hardware component. The processor 702 may implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of the present application. The general-purpose processor may be a microprocessor or any conventional processor.

[0153] The steps of the method disclosed in conjunction with the embodiments of the present application can be directly implemented as being executed by a hardware decoding processor, or can be implemented by a combination of hardware and software modules in the decoding processor. The software module can be located in a storage medium mature in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, etc. The storage medium is located in memory 701, and processor 702 reads the information in memory 701 and, in conjunction with its hardware, completes the functions required to be performed by the units included in the device of the present application.

[0154] The communication interface 703 may use, but is not limited to, a transceiver or other transceiver device to implement communication between the apparatus 700 and other devices or apparatuses.

[0155] The bus 704 may include a path for transmitting information between various components of the device 700 (eg, the memory 701 , the processor 702 , and the communication interface 703 ).

[0156] An embodiment of the present application further provides a computer-readable storage medium, in which computer instructions are stored. When a processor executes the computer instructions, each step of the method in the above embodiment is implemented.

[0157] An embodiment of the present application further provides a computer program product, including computer instructions, which, when executed by a processor, implement the various steps of the method in the above embodiment.

[0158] It should be noted that the modules or components shown in the above embodiments may be one or more integrated circuits configured to implement the above methods, such as one or more application-specific integrated circuits, or one or more microprocessors, or one or more field programmable gate arrays. For another example, when a module is implemented by a processing element calling program code, the processing element may be a general-purpose processor, such as a central processing unit or other processor that can call program code, such as a controller. For another example, these modules may be integrated together and implemented in the form of a system-on-a-chip (SOC).

[0159] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware, software modules or any combination thereof. When software is used for implementation, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function according to the embodiment of the present application is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from a website, computer, server or data center to another website, computer, server or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) method. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrations. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)).

[0160] Those skilled in the art will readily appreciate other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present invention that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The description and examples are to be considered as exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

[0161] It should be understood that the present application is not limited to the exact structure described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A vehicle control method, characterized in that: include: Acquiring the acceleration of the vehicle and the acceleration of a first driving wheel of the vehicle, and / or the wheel speed of the first driving wheel and the driving speed of the vehicle; When a first difference between the acceleration of the vehicle and the acceleration of the first drive wheel is greater than or equal to a first threshold, and / or a second difference between the wheel speed of the first drive wheel and the driving speed of the vehicle is greater than or equal to a second threshold, the drive device of the vehicle is controlled to output a first torque to the first drive wheel, and the first torque is less than a first required torque of the first drive wheel.

2. The method according to claim 1, characterized in that The controlling the driving device of the vehicle to output a first torque to the first driving wheel includes: The driving device of the vehicle is controlled to output the first torque to the first driving wheel according to the first difference and / or the second difference. The larger the first difference and / or the second difference, the larger the torque difference between the first torque and the first required torque.

3. The method according to claim 1 or 2, characterized in that: The method further comprises: determining the slope of the road on which the vehicle is located; Wherein, the controlling the driving device of the vehicle to output the first torque to the first driving wheel comprises: The driving device of the vehicle is controlled to output the first torque to the first driving wheel according to the slope, and the greater the slope, the greater the torque difference between the first torque and the first required torque.

4. The method according to any one of claims 1 to 3, characterized in that The method further includes: determining a difference between slip rates of a plurality of drive wheels of the vehicle, the plurality of drive wheels comprising at least two of the first drive wheel, the second drive wheel, the third drive wheel, and the fourth drive wheel, the first drive wheel and the second drive wheel being connected to a first drive shaft in the vehicle, the first drive wheel and the second drive wheel being located on different sides of the vehicle, the third drive wheel and the fourth drive wheel being connected to a second drive shaft in the vehicle, the first drive wheel and the third drive wheel being located on the same side of the vehicle, and the first drive wheel and the fourth drive wheel being located on different sides of the vehicle; Wherein, the controlling the driving device of the vehicle to output the first torque to the first driving wheel comprises: A driving device of the vehicle is controlled to output a first torque to the first driving wheel according to a difference between the slip rates of the plurality of driving wheels, wherein a torque difference between the first torque and the first required torque is associated with a difference between the slip rates of the plurality of driving wheels.

5. The method according to claim 4, characterized in that The plurality of driving wheels include the first driving wheel and the second driving wheel; Among them, when the third difference between the slip rate of the first driving wheel and the slip rate of the second driving wheel is greater than or equal to a third threshold, the torque difference is a first torque difference, and when the third difference is less than the third threshold, the torque difference is a second torque difference, and the first torque difference is greater than the second torque difference.

6. The method according to claim 5, characterized in that The plurality of drive wheels further include the third drive wheel; When a fourth difference between the slip rate of the first driving wheel and the slip rate of the third driving wheel is greater than or equal to a fourth threshold, the torque difference is a third torque difference, and the first torque difference is greater than the third torque difference.

7. The method according to claim 5 or 6, characterized in that: The plurality of drive wheels further comprises the fourth drive wheel; Among them, when the fifth difference between the slip rate of the first drive wheel and the slip rate of the fourth drive wheel is less than the fifth threshold and the third difference is greater than or equal to the third threshold, the torque difference is a fourth torque difference, and the fourth torque difference is greater than the second torque difference and / or the third torque difference.

8. The method according to any one of claims 1 to 7, characterized in that The vehicle comprises a first transmission shaft and a second transmission shaft, the first transmission shaft being a transmission shaft connected to the first drive wheel, and the method further comprises: A drive device controlling the vehicle outputs a second torque to a non-slip wheel of the vehicle, the non-slip wheel is connected to the second transmission shaft, the difference between the acceleration of the non-slip wheel and the acceleration of the vehicle is less than the first difference, and the difference between the wheel speed of the non-slip wheel and the driving speed of the vehicle is less than the second difference, the second torque is greater than the required torque of the non-slip wheel, and the torque difference between the second torque and the second required torque of the non-slip wheel is equal to the torque difference between the first torque and the first required torque.

9. The method according to any one of claims 1 to 8, characterized in that After controlling the driving device of the vehicle to output the first torque to the first driving wheel for a first period of time, the method further includes: If the difference between the acceleration of the vehicle and the acceleration of the first drive wheel is greater than or equal to the first difference, and / or the difference between the wheel speed of the first drive wheel and the driving speed of the vehicle is greater than or equal to the second difference, the drive device of the vehicle is controlled to output a third torque to the first drive wheel, and the third torque is less than the first torque.

10. A vehicle control device, characterized in that: The device is used to implement the vehicle control method as described in any one of claims 1 to 9.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, which are used to implement the vehicle control method as described in any one of claims 1 to 9 when executed by a processor.

12. A computer program product, characterized in that The invention comprises a computer program, which, when executed by a processor, implements the vehicle control method according to any one of claims 1 to 9.

Images