Control method and control device for a vehicle

Abstract

A control method and control device of a vehicle. The control method detects whether the vehicle is slipping by the deviation of the driving wheel acceleration and the vehicle running acceleration and / or the deviation of the driving wheel speed and the vehicle running speed, and when the driving wheel is slipping, controls the driving device to output a driving torque to the slipping driving wheel which is less than the required torque, thereby ensuring the safety of the vehicle. Further, the slip ratio of the driving wheel and the road condition of the road where the vehicle is located are used as specific control limiting conditions, and when the vehicle is a four-wheel drive vehicle, the control method can also realize the transfer and redistribution of the driving torque, thereby improving the power performance of the vehicle when slipping.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a vehicle control method and control device. Background Technology

[0002] During vehicle operation, the drive wheels frequently slip. If the vehicle is on a low-friction, low-traction surface, it may even lose steering control. To ensure vehicle safety, anti-slip control measures are necessary.

[0003] In one method of controlling a vehicle to prevent it from slipping, a traction control system (TCS) is installed on the vehicle. When the TCS system detects slippage of the drive wheels, it controls the vehicle's drive torque or braking torque to improve the wheel's adhesion so that the wheels no longer slip.

[0004] However, when the driving force and torque of the wheels are too high, the TCS system cannot effectively prevent vehicle slippage, thus compromising driving safety. For example, when a vehicle accelerates at full throttle, the driving torque is high, leading to significant wheel slippage. In such situations, the TCS system struggles to control wheel slippage effectively and promptly, resulting in safety and comfort issues. Summary of the Invention

[0005] This application provides a vehicle control method and control device, which aims to improve the anti-skid performance of the vehicle and further ensure the vehicle's power performance under acceleration and skidding conditions.

[0006] In a first aspect, this application provides a vehicle control method, comprising:

[0007] Obtain the vehicle's acceleration and the acceleration of the vehicle's first drive wheel, and / or, the wheel speed of the first drive wheel and the vehicle's travel speed.

[0008] When the first difference between the vehicle's acceleration and the acceleration of the first drive wheel is greater than or equal to a first threshold, and / or the second difference between the wheel speed of the first drive wheel and the vehicle's travel speed is greater than or equal to a second threshold, the vehicle's drive unit outputs a first torque to the first drive wheel, the first torque being less than the first required torque of the first drive wheel.

[0009] In this method, the first difference between the vehicle's acceleration and the acceleration of the first drive wheel, or the second difference between the wheel speed of the first drive wheel and the vehicle's travel speed, is used as the standard for judging vehicle slippage. 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 vehicle travel.

[0010] Optionally, controlling the vehicle's drive unit to output a first torque to the first drive wheel includes:

[0011] The vehicle's drive unit is controlled to output a first torque to the first drive wheel based on a first difference and / or a 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.

[0012] The first and second differences can reflect the degree of vehicle slippage from the side. The larger the first and / or second differences are, the more severe the vehicle slippage is. Therefore, the first torque limit on the first drive wheel is greater, and correspondingly, the torque difference between the first torque and the first required torque is greater.

[0013] In some implementations, the method also includes determining the slope of the road where the vehicle is located.

[0014] The method of controlling the vehicle's drive unit to output a first torque to the first drive wheel includes:

[0015] The vehicle's drive unit outputs a first torque to the first drive wheel based on the gradient. The greater the gradient, the greater the torque difference between the first torque and the first required torque.

[0016] Gradient is an important indicator of road conditions. The steeper the gradient, the worse the road conditions, and the greater the limitation on the first torque output to the first drive wheel under poor road conditions.

[0017] In some implementations, the method further includes: determining the difference between the slip rates of a plurality of drive wheels of a vehicle, the plurality of drive wheels including 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.

[0018] The method of controlling the vehicle's drive unit to output a first torque to the first drive wheel includes:

[0019] The vehicle's drive unit is controlled to output a first torque to the first drive wheel based on the difference between the slip rates of multiple drive wheels. The torque difference between the first torque and the first required torque is related to the difference between the slip rates of multiple drive wheels.

[0020] In some implementations, multiple drive wheels include a first drive wheel and a second drive wheel.

[0021] Specifically, when the third difference between the slip ratio of the first drive wheel and the slip ratio 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.

[0022] Optionally, the multiple drive wheels may also include a third drive wheel.

[0023] Among them, when the fourth difference between the slip ratio of the first drive wheel and the slip ratio of the third drive wheel is greater than or equal to the fourth threshold, the torque difference is the third torque difference, and the first torque difference is greater than the third torque difference.

[0024] Optionally, the multiple drive wheels may also include a fourth drive wheel.

[0025] Wherein, when the fifth difference between the slip ratio of the first drive wheel and the slip ratio 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.

[0026] The slip ratio difference between the drive wheels can be used to determine the road surface type where the vehicle is located. Depending on the road surface type, the initial torque output to the first drive wheel is limited to varying degrees, thus the torque difference changes accordingly. Limiting the initial torque based on road conditions ensures the vehicle's power performance.

[0027] In some implementations, the vehicle includes a first driveshaft and a second driveshaft, the first driveshaft being a driveshaft connected to a first drive wheel; the method further includes:

[0028] The vehicle's drive unit outputs a second torque to the vehicle's non-slipping wheel, which is connected to a second drive shaft. The difference between the acceleration of the non-slipping wheel and the vehicle's acceleration is less than a first difference, and the difference between the wheel speed of the non-slipping wheel and the vehicle's travel speed is less than a second difference. The second torque is greater than the required torque of the non-slipping wheel, and the torque difference between the second torque and the second required torque of the non-slipping wheel is equal to the torque difference between the first torque and the first required torque.

[0029] The torque difference between the second torque and the second required torque of the non-slipping wheel is equal to the torque difference between the first torque and the first required torque. In other words, the torque difference lost by the slipping first drive wheel is distributed to the non-slipping wheel to achieve torque transfer and redistribution, ensuring that the total torque of the vehicle is consistent with the total required torque, and ensuring the acceleration performance of the vehicle.

[0030] In some implementations, after controlling the vehicle's drive unit to output a first torque to the first drive wheel for a first duration, the method further includes:

[0031] If the difference between the vehicle's acceleration and the acceleration of the first drive wheel is greater than or equal to a first difference, and / or the difference between the wheel speed of the first drive wheel and the vehicle's travel speed is greater than or equal to a second difference, then the vehicle's drive unit outputs a third torque to the first drive wheel, the third torque being less than the first torque.

[0032] If the first drive wheel still slips after the first torque output is limited within the first time period, the torque corresponding to the first drive wheel will be further controlled to ensure the stability of the vehicle.

[0033] Secondly, this application provides a control device, including: a processor and a memory communicatively connected to the processor; the memory stores computer-executable instructions. The processor executes the computer-executable instructions stored in the memory to implement the vehicle control method provided in the above-described implementation.

[0034] Thirdly, this application provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the vehicle control method provided in the above-described implementation.

[0035] Fourthly, this application provides a computer program product, including a computer program that, when executed by a processor, implements any of the vehicle control methods mentioned in the above implementations. Attached Figure Description

[0036] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0037] Figure 1 This is a schematic diagram of the state modes of a vehicle anti-skid pre-control system provided in an embodiment of this application;

[0038] Figure 2 A schematic diagram illustrating the workflow of the control method provided in an embodiment of this application when the vehicle anti-skid pre-control system is in operation mode;

[0039] Figure 3 A schematic diagram of the control flow of a control method provided in an embodiment of this application applied to a vehicle;

[0040] Figure 4 A schematic diagram illustrating the effect of the control method provided in one embodiment of this application applied to a dual-motor four-wheel drive new energy vehicle with slipping front drive wheels;

[0041] Figure 5 A schematic diagram illustrating the effect of the control method provided in one embodiment of this application applied to a dual-motor four-wheel drive new energy vehicle where both the front and rear drive wheels are slipping.

[0042] Figure 6 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application;

[0043] Figure 7 This is a schematic diagram of the structure of a vehicle control device provided in another embodiment of this application.

[0044] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0045] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0046] When a vehicle starts or travels on a low-friction, low-traction surface, the drive wheels are prone to slippage, which can even lead to loss of steering control. To ensure vehicle safety, one approach is to install a TCS (Traction Control System) on the vehicle. When the TCS system detects slippage in the drive wheels, it controls the drive torque or braking torque to improve the traction of the slipping wheels and maintain vehicle stability.

[0047] However, TCS (Traction Control System) intervention suffers from communication delays and can only provide feedback and adjustment when the vehicle becomes unstable. For new energy vehicles, the drive motor has a smaller moment of inertia and a larger acceleration torque. The control lag of the TCS system makes new energy vehicles more prone to large slippage, and the large torque limiting force of TCS can cause power loss during vehicle acceleration.

[0048] To address the aforementioned issues, this application provides a vehicle control method and control device, aiming to improve the vehicle's anti-skid performance and further ensure the vehicle's power performance under acceleration and skidding conditions.

[0049] The technical concept of this application is to detect the slippage state of the vehicle's drive wheels by the difference between the vehicle's acceleration and the acceleration of the drive wheels and / or the difference between the vehicle's speed and the speed of the drive wheels, and to control the driving torque of the slipping drive wheels according to the road conditions of the vehicle, thereby improving the vehicle's anti-skid performance.

[0050] Based on this, this application further proposes a torque transfer technology solution for four-wheel drive vehicles, thereby improving acceleration performance when the vehicle slips during acceleration.

[0051] The vehicle control method proposed in this application is applied to a vehicle anti-skid pre-control system. Figure 1 This is a schematic diagram of the state modes of a vehicle anti-skid pre-control system provided in an embodiment of this application. Figure 1 As shown, the vehicle anti-skid pre-control system has two modes: an operating mode and a deactivated mode. These modes can be switched via physical buttons in the vehicle cabin or a soft switch on the main control screen. In some implementations, the vehicle anti-skid pre-control system can also automatically enter operating mode when the vehicle is started, following the vehicle's status.

[0052] In the off mode, the vehicle anti-skid pre-control system is in the off state. If the vehicle is running at this time, the vehicle controller unit (VCU) cyclically monitors the indicator value within the vehicle system used to identify the vehicle anti-skid pre-control system mode. As an example, a value of 0 indicates that the vehicle anti-skid pre-control system is in the off mode.

[0053] When a user triggers the switching via a physical button in the cabin or a soft switch on the main control screen, the vehicle system receives the switching signal and updates the indication value of the vehicle's anti-skid pre-control system mode. For example, if a user presses the start button in the cabin while the vehicle's anti-skid pre-control system is in the off mode, the vehicle system interprets the button signal as a switching signal, updating the indication value of the vehicle's anti-skid pre-control system mode to 1. Upon detecting the new indication value, the vehicle control unit then controls the vehicle's anti-skid pre-control system to enter operating mode.

[0054] The vehicle anti-skid pre-control system operates in two states: standby and active. When switching from off mode to active mode, the initial state is standby. Figure 2 This is a schematic diagram illustrating the workflow of the control method provided in an embodiment of this application when the vehicle anti-skid pre-control system is in operation mode. Figure 2 As shown, the control method is as follows:

[0055] S201, acquire the vehicle's acceleration and the acceleration of the vehicle's first drive wheel, and / or, the wheel speed of the first drive wheel and the vehicle's travel speed.

[0056] In standby mode, the vehicle system obtains the vehicle's acceleration and the acceleration of the vehicle's drive wheels, as well as the vehicle's speed and the wheel speed of the vehicle's drive wheels, based on the vehicle's sensors. The wheel speed of the drive wheels can be calculated from the rotational speed of the drive unit corresponding to the drive wheels.

[0057] S202, when the first difference between the vehicle's acceleration and the acceleration of the first drive wheel is greater than or equal to a first threshold, and / or when the second difference between the wheel speed of the first drive wheel and the vehicle's travel speed 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, the first torque being less than the first required torque of the first drive wheel.

[0058] The vehicle anti-skid pre-control system calculates the difference between the acceleration of each drive wheel and the vehicle's acceleration, as well as the difference between the wheel speed of each drive wheel and the vehicle's speed. If the acceleration difference between any drive wheel and the vehicle is not lower than a first threshold, and / or the wheel speed difference between any drive wheel and the vehicle is not lower than a second threshold, the vehicle anti-skid pre-control system determines that the drive wheel is slipping. It is understood that the first and second thresholds are preset manually, and the vehicle anti-skid pre-control system uses these as the basis for determining whether the drive wheel is slipping.

[0059] In operating mode, to distinguish between standby and active states, as an example, the vehicle system uses another status indicator field to indicate the functional status of the vehicle anti-skid pre-control system. When this indicator field is 10, it indicates that the vehicle anti-skid pre-control system is in standby mode. At this time, the vehicle anti-skid pre-control system determines whether the vehicle's drive wheels are slipping in the manner described above. When the vehicle anti-skid pre-control system determines that there is a slipping drive wheel, it sends a slip signal to the vehicle system. Based on the slip signal, the vehicle system updates the above indicator field to 11. After the vehicle control unit detects this indicator field, it controls the vehicle anti-skid pre-control system to enter the active state.

[0060] In the activated state, the vehicle anti-slip pre-control system can determine which drive wheel is slipping based on the slip signal, and control the torque of the drive unit corresponding to the slipping drive wheel based on the slip rate of the drive wheel and the road conditions. The drive torque of the drive wheel is determined by the corresponding drive unit; therefore, when the drive wheel slips, the vehicle anti-slip pre-control system actually controls the drive torque output by the drive unit corresponding to the slipping drive wheel to the slipping drive wheel, and this drive torque is less than the torque required by the slipping drive wheel.

[0061] The torque demand of the drive wheels is calculated and distributed based on the total torque demand of the vehicle. During actual driving, the vehicle system converts the depth of the accelerator pedal depressed by the driver into a total torque demand signal, which is then acquired by the vehicle control unit via the vehicle communication network. In certain special scenarios, such as autonomous driving environments, the total torque demand can be the total drive torque required for the vehicle to operate normally under autonomous driving commands.

[0062] For two-wheel drive vehicles, the vehicle control unit controls the drive unit to distribute the total torque demand indicated by the total torque demand signal to the drive shafts connected to the drive wheels. The torque on the drive shaft connected to the slipping drive wheel is the torque demanded by that 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 vehicle's front-rear torque distribution coefficient, the vehicle control unit controls the drive unit to distribute the total torque demand to the corresponding drive shafts. It should be noted that in new energy vehicles, the drive unit 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 torque demand for each drive wheel based on the total torque demand and the specific vehicle parameters.

[0063] Compared to the TCS system, the control method proposed in this embodiment uses a detection method that can more quickly identify slippage of the drive wheels, and outputs a 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, thus ensuring the driving stability of the vehicle.

[0064] In some implementations, when the vehicle is in the starting state, for four-wheel drive vehicles, the vehicle anti-slip pre-control system can not only control the drive torque output by the drive device corresponding to the slipping drive wheel to the slipping drive wheel, but also realize torque redistribution. Specifically, the vehicle anti-slip pre-control system calculates the torque difference between the drive torque output to the slipping drive wheel and its required torque, and distributes the torque difference to the non-slipping drive wheel. It can be understood that only when the drive wheel can directly control its drive torque through the corresponding drive motor can the vehicle anti-slip pre-control system directly distribute the torque difference to the non-slipping drive wheel. Otherwise, the vehicle anti-slip pre-control system can only distribute the torque difference to the drive shaft connected to the non-slipping drive wheel, and realize the torque redistribution through the drive shaft.

[0065] The above embodiments illustrate the switching of the vehicle anti-skid pre-control system in various modes. The following describes the specific method by 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's drive wheels and the road conditions when in the start-up state.

[0066] One embodiment of this application provides a control method in which, after entering the start-up state, the vehicle anti-skid pre-control system can calculate and obtain the slip ratio of each drive wheel of the vehicle based on the vehicle's driving speed and the wheel speed of the drive wheels. By comparing the slip ratios between each drive wheel, the type of road surface the vehicle is on can be determined. The slope information obtained by the vehicle slope sensor can determine the slope angle of the road surface the vehicle is on. The type of road surface the vehicle is on and the slope angle represent the road conditions of the road surface the vehicle is on.

[0067] In some implementations, the vehicle anti-skid pre-control system classifies the slope level based on the gradient angle of the road surface where the vehicle is located. One example is as follows:

[0068] When the slope angle is less than 5°, the vehicle is considered to be on a flat road surface.

[0069] When the slope angle is greater than or equal to 5° and less than 15°, the vehicle is judged to be on a small slope road surface.

[0070] 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.

[0071] When the slope angle is greater than or equal to 25°, the vehicle is judged to be on a steep slope road surface.

[0072] The vehicle anti-skid pre-control system determines the road surface type by calculating the slip ratio deviation between each drive wheel. An example is shown below:

[0073] For two-wheel drive vehicles, 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 ratio between the first drive wheel and the second drive wheel is greater than or equal to the third threshold, the vehicle is judged to be on a split road surface. A split road surface means that the road surface adhesion coefficients on the left and right sides of the vehicle are different.

[0074] When the difference in slip ratio between the first drive wheel and the second drive wheel is less than the third threshold, it is determined that the vehicle is on a uniform road surface. A uniform road surface means that the road surface adhesion coefficients on the left and right wheels of the vehicle are the same.

[0075] For four-wheel drive vehicles, the third and fourth drive wheels are located on the left and right sides of the vehicle, respectively. The third drive wheel and the first drive wheel are located on the same side of the vehicle. The first and second drive wheels are the front drive wheels of the vehicle, and the third and fourth drive wheels are the rear drive wheels of the vehicle. When the difference in slip ratio between any front drive wheel and the rear drive wheel on the same side is greater than or equal to the fourth threshold, it is determined that the vehicle is on the contact surface. The contact surface means that the road surface adhesion coefficients of the front and rear axle wheels of the vehicle are different.

[0076] When the slip ratio deviation of the coaxial drive wheels on the left and right sides of the vehicle is greater than the third threshold and the slip ratio deviation of the diagonal drive wheels of the vehicle is less than the fourth threshold, the vehicle is judged to be on a chessboard surface. A chessboard surface means that the road surface adhesion coefficients of the coaxial wheels of the vehicle are different, while the road surface adhesion coefficients of the diagonal wheels of the vehicle are the same.

[0077] Understandably, the third and fourth thresholds mentioned above were both set manually.

[0078] In the active state, the vehicle anti-slip pre-control system controls the drive torque output by the drive unit based on the slip ratio of the slipping drive wheel and the road conditions identified by the vehicle's location. For example, when the driver presses the accelerator pedal to accelerate the vehicle, the vehicle system converts the depth of the accelerator pedal press into a total torque demand signal, which is then obtained by the vehicle control unit via the vehicle communication network. Since this is a dual-motor four-wheel drive vehicle, the system calculates the torque demand allocated to the front and rear axles based on the vehicle distribution coefficient. The required torque for the drive wheels corresponds to the drive torque of the connected drive shaft. When the wheel speed of the first drive wheel reaches a first threshold relative to the vehicle's speed, the vehicle anti-slip pre-control system in operating mode determines that the first drive wheel is slipping, switches from standby to active state, and enters the first-wheel control phase of the vehicle anti-slip pre-control system.

[0079] Since the vehicle is accelerating, the vehicle anti-skid pre-control system controls the drive motor corresponding to the first drive wheel to output a first torque to the drive shaft connected to the first drive wheel, which is 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 rate of increase of the first torque. The control logic is as follows:

[0080] The greater the slip ratio of the first drive wheel, the greater the restriction on the rate of increase of the first torque, meaning the slower the rate of increase of the first torque. The slip ratio formula is: Slip ratio = (Wheel speed - Vehicle speed) / Wheel speed × 100%. Slip ratio can be considered another expression of the difference between the drive wheel speed and the vehicle speed. Therefore, the greater the slip ratio of the first drive wheel, the greater the difference between the wheel speed and the vehicle speed, indicating more severe slippage of the first drive wheel. Consequently, the restriction on the rate of increase of the first torque increases with the increase of the slip ratio, and the greater the difference between the first torque and the torque required by the first drive wheel.

[0081] The greater the slope angle of the road surface where the vehicle is located, the greater the restriction on the rate of increase of the first torque, meaning the slower the rate of increase of the first torque. The slope angle of the road surface indicates the quality of the road conditions. When the slope angle is greater, the vehicle needs to meet higher safety performance requirements; therefore, the greater the slope angle, the greater the restriction on the rate of increase of the first torque. For example, according to the slope grades mentioned above, when the vehicle is on a flat road surface, the vehicle's anti-skid pre-control system has the least restriction on the rate of increase of the first torque, while when the vehicle is on a steep slope, the restriction on the rate of increase of the first torque is the greatest.

[0082] When a vehicle is on a uniform or connected surface, the rate of increase in the first torque is less restricted. However, when the vehicle is on a split or checkerboard surface, the rate of increase in the first torque is more restricted. Similar to the slope angle, the type of road surface a vehicle is on can indicate the quality of road conditions. Uniform and connected surfaces have stronger road adhesion than split and checkerboard surfaces. Therefore, on uniform or connected surfaces, the rate of increase in the first torque is relatively less restricted, and the difference between the first torque and the torque required by the first drive wheel is also relatively smaller.

[0083] Understandably, wheel anti-skid pre-control systems can dynamically limit the rate of increase of the first torque through intelligent braking systems (IBS), motor controller units (MCUs), or vehicle control units.

[0084] According to the control method provided in this application, the wheel anti-slip pre-control system enters the start state and starts timing, dynamically limiting the rate of increase of the first torque during the first round of control time. After the first round of control time ends, the wheel anti-slip pre-control system switches from the start state to the standby state, and in the standby state, the wheel anti-slip pre-control system continues to detect whether the drive wheels of the vehicle are slipping.

[0085] If, after the initial control, the first drive wheel still slips and exhibits an increased slip ratio, then according to the control method provided in this application, the wheel anti-slip pre-control system switches to the start state and enters the second-wheel control of the first torque. Since the slip ratio of the first drive wheel increases after the initial control, the wheel anti-slip 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, that is, the first torque is controlled to no longer increase, making it consistent with the drive torque output by the drive motor corresponding to the first drive wheel to the transmission shaft connected to the first drive wheel at the previous moment. When the second-wheel control time ends, the wheel anti-slip pre-control system switches from the start state to the standby state. In the standby state, the wheel anti-slip pre-control system continues to detect whether slippage occurs in each drive wheel of the vehicle.

[0086] If, after the second round of control, the first drive wheel still slips and the slip ratio does not decrease, according to the control method provided in this application, the wheel anti-slip pre-control system switches to the activation state and enters the third round of control over the first torque. If, after two rounds of control, the first drive wheel still slips, to ensure vehicle safety, the vehicle anti-slip pre-control system limits the rate of increase of the first torque to negative; in other words, the vehicle anti-slip 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 rate of torque reduction of the first torque, and its control logic is as follows:

[0087] The greater the slip ratio of the first drive wheel, the smaller the limitation on the torque reduction speed of the first torque, meaning the faster the torque reduction speed of the first drive wheel can be controlled. The greater the slip ratio of the first drive wheel, the more severe the slippage of the first drive wheel. Therefore, the limitation on the torque reduction speed of the first torque decreases as the slip ratio increases, so the first torque can be reduced as much as possible while ensuring acceleration performance.

[0088] The greater the slope angle of the road surface where the vehicle is located, the smaller the limitation on the speed at which the initial torque decreases, meaning the faster the speed at which the initial torque decreases. When the slope angle of the road surface where the vehicle is located is greater, in order to ensure the vehicle's safety performance, the initial torque of the vehicle should be as small as possible while still meeting the climbing requirements; therefore, the speed at which the initial torque decreases must be increased.

[0089] When a vehicle is on a uniform or connected road surface, the speed at which the initial torque decreases is more limited. When the vehicle is on a split or checkerboard road surface, the speed at which the initial torque decreases is less limited. Similar to the slope angle, the type of road surface a vehicle is on can indicate the quality of road conditions. Split and checkerboard roads have weaker road adhesion than uniform and connected roads. Therefore, on uniform or connected roads, the speed at which the initial torque decreases is relatively more limited, and the difference between the initial torque and the torque required by the first drive wheel is also relatively larger.

[0090] 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-slip 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-slipping drive wheels.

[0091] For example, when a driver presses the accelerator pedal, the vehicle system can calculate the total torque demand as T based on the pedal depth. According to the vehicle's distribution coefficient, the first drive shaft connected to the first drive wheel requires a torque of T1, therefore the first required torque is T1. The second drive shaft connected to the third and fourth drive wheels, which are not slipping, requires a torque of T2. In the first-wheel control, after dynamically limiting the rate of increase of the first torque, the final first torque is T3. The torque difference ΔT between the first required torque T1 and the first torque T3 is ΔT = T1 - T3. The vehicle's anti-slip pre-control system distributes this torque difference ΔT to the second drive shaft, resulting in a torque of T2 + ΔT. The total torque of the vehicle then matches the total required torque.

[0092] In this embodiment, the drive torque output by the drive device corresponding to the slipping drive wheel is controlled according to the vehicle's slip ratio and the road conditions. This prevents the vehicle from experiencing large slippage when the torque is high. Simultaneously, for new energy vehicles, it also prevents battery overcurrent caused by a rapid increase in the speed of the drive motor corresponding to the slipping drive wheel, ensuring the safety of power management in new energy vehicles. Furthermore, by applying torque transfer redistribution to four-wheel drive vehicles, the power performance during slippage is ensured, achieving consistent acceleration.

[0093] Based on the embodiments described above, the following will be combined with... Figure 3 This application provides a complete description of the control process of applying the control method provided in this application to a vehicle anti-skid pre-control system. Figure 3 A schematic diagram of the control flow of the control method provided in this application embodiment applied to a vehicle anti-skid pre-control system.

[0094] like Figure 3 As shown, the control flow of the control method provided in this application specifically includes the following steps:

[0095] S301, the vehicle starts and the drive unit begins to operate.

[0096] S302, determine whether the working mode of the vehicle anti-skid pre-control system is the operating mode.

[0097] As an example, the vehicle anti-skid pre-control system has two operating modes: an operating mode and a shutdown mode. Users can control the operating mode of the anti-skid pre-control system through human-computer interaction operations such as the start button in the cabin or the soft switch in the main control screen.

[0098] For the entire vehicle system, the operating mode of the vehicle 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 anti-skid pre-control system is in the off mode; when the operating mode indicator value is 1, the vehicle anti-skid pre-control system is in the operating mode. The vehicle system updates the operating mode indicator value based on the switching signal input by the user. The vehicle anti-skid pre-control system then switches its operating mode according to this operating mode indicator value.

[0099] 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 interaction operation.

[0100] It should be noted that after the vehicle anti-skid pre-control system enters the operating mode, it is further divided into a standby state and an activated state, with the initial state being the standby state. If the vehicle anti-skid pre-control system is in the deactivated mode, subsequent control cannot be performed, and the control process ends.

[0101] S303, detects whether the vehicle is slipping based on the vehicle acceleration and drive wheel acceleration and / or the vehicle speed and drive wheel speed.

[0102] In the standby state, the vehicle anti-slip pre-control system continuously detects whether the drive wheels are slipping based on the difference between the vehicle's acceleration and the acceleration of the drive wheels and / or the difference between the vehicle's speed and the wheel speed of the drive wheels. Only when drive wheel slippage is detected does the system jump to step S204, and the vehicle anti-slip pre-control system switches from the standby state to the activated state. Otherwise, the vehicle anti-slip pre-control system remains in the standby state and continues to detect drive wheel slippage.

[0103] The vehicle system uses another status indicator field to indicate the functional status of the vehicle anti-skid pre-control system. For example, when this indicator field is 10, it indicates that the vehicle anti-skid pre-control system is in standby mode; when the indicator field is 11, the vehicle anti-skid pre-control system is in activated mode. The vehicle control unit updates this field based on the skid signal issued by the vehicle anti-skid pre-control system, and the vehicle anti-skid pre-control system switches states according to the indicator field.

[0104] S304 controls the torque of the drive unit corresponding to the slipping drive wheel based on the slip rate of the vehicle's drive wheels and the road conditions on which the vehicle is located.

[0105] In this step, the wheel anti-skid pre-control system is in the activated state. First, based on the slip ratio deviation between each drive wheel, the road type where the vehicle is located is determined. The slope angle and slope information of the road surface where the vehicle is located are the road condition information of the road surface where the vehicle is located.

[0106] The vehicle anti-slip 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 torque required by the first drive wheel. For four-wheel drive vehicles, in some implementations, the vehicle anti-slip pre-control system can also control the transfer and redistribution of torque. Detailed control examples have been described in the preceding embodiments and will not be repeated here. It should be noted that after each wheel control operation, the vehicle anti-slip pre-control system first proceeds to step S205.

[0107] S305, determine whether the vehicle operation information meets the control exit conditions.

[0108] In this step, as an example, the exit condition includes:

[0109] (1) Vehicle chassis functions are involved, including chassis functions such as antilock brake system (ABS), TCS system or electronic stability controller (ESC).

[0110] (2) Drivers should reduce the depth of their accelerator pedal press;

[0111] (3) The driver presses the brake pedal;

[0112] (4) The first torque controlled by the vehicle anti-skid pre-control system is greater than the first required torque.

[0113] If any of the above four conditions are met, the control flow jumps to S202 to reassess the operating mode of the vehicle anti-skid pre-control system. Otherwise, after each round of control, the vehicle anti-skid pre-control system switches from the start state to the standby state and executes multiple rounds of cyclic control until the vehicle meets any of the above four conditions.

[0114] This embodiment fully describes the control process of the control method proposed in this application within a vehicle. Through this control process, the vehicle's stability can be maintained and its acceleration performance can be guaranteed during acceleration.

[0115] The following is combined with Figure 4 as well as Figure 5 This will more intuitively demonstrate the effect of the control method proposed in this application. Figure 4 Subgraph (A) shows the changes in drive wheels and vehicle speed when the vehicle is using only the TCS system. Figure 4 Subgraph (B) in the figure shows the changes in the drive wheels and vehicle speed when the vehicle activates the vehicle anti-skid pre-control system proposed in this application; Figure 4 Subgraphs (C) and (D) in the figure show the changes in the first torque and the second torque when the vehicle anti-skid pre-control system is activated, respectively.

[0116] Figure 4 The vehicle showcased is a dual-motor, four-wheel-drive new energy vehicle. During acceleration, the vehicle's anti-slip pre-control system is operating in 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. For example... Figure 4 As shown, at time t1, the vehicle anti-skid pre-control system detects that the difference between the front wheel speed and the vehicle speed reaches the second threshold, indicating that the front wheels are slipping. However, the difference between the rear wheel speed and the vehicle speed does not reach the second threshold, so the rear wheels are not slipping. The slip ratio deviation between the front and rear wheels on the same side of the vehicle is greater than the slip ratio deviation threshold, therefore, at time t1, the vehicle is on the contact surface.

[0117] like Figure 4As shown in subplot (C), the vehicle anti-slip pre-control system switches from standby to active state at time t1, limiting the rate of increase of the first torque output from the drive motor corresponding to the front axle to the front axle. Since the first torque is increasing and the slip ratio of the front wheels has not decreased, the vehicle anti-slip pre-control system further limits the rate of increase of the first torque. As shown in subplot (B), the wheel speed of the slipping front wheel rises to its peak at time t2. Subsequently, as the vehicle anti-slip pre-control system reduces the first torque, the wheel speed of the slipping front wheel decreases accordingly, gradually approaching the vehicle speed.

[0118] like Figure 4 As shown in subplot (D), since the front wheels of the vehicle slip while the rear wheels do not, the vehicle anti-slip pre-control system controls the first torque at time t1 and also allocates the difference between the first torque and the torque required by 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 torque required by the vehicle. Therefore, it can be observed that the vehicle speed increases smoothly in subplots (A) and (B), ensuring the consistency of vehicle acceleration.

[0119] As shown in subgraphs (A) and (D), if the vehicle lacks an anti-skid pre-control system and relies solely on the TCS system to ensure vehicle stability, the wheel speed of the slipping front wheel continues to increase until time t3 when the TCS system detects the slippage and reduces the torque on the front axle. At time t3, the wheel speed of the slipping wheel is much greater than the vehicle speed; relying solely on the TCS system, the vehicle is highly likely to experience significant slippage.

[0120] In addition, such as Figure 4 As shown in sub-figures (A) and (B), after the same acceleration time, at time t4, the vehicle with the anti-skid pre-control system activated is able to accelerate to speed V1, while the vehicle without the system activated accelerates to speed V2. Since speed V1 is higher than speed V2, this indicates that the control method proposed in this application enhances acceleration performance.

[0121] Figure 5 Corresponding scenarios and Figure 4 Similar to other systems, the key difference lies in the vehicle anti-skid pre-control system. At time t1, the difference between the front and rear wheel speeds and the vehicle's overall speed reaches a second threshold, indicating that both front and rear wheels are slipping. Since the slip ratio deviation of both front and rear wheels is less than the slip ratio deviation threshold, the vehicle is on a uniform road surface at time t1.

[0122] like Figure 5As shown in neutron diagram (D), due to slippage at both the front and rear wheels of the vehicle, the vehicle anti-slip pre-control system switches from standby to active at time t1, limiting the rate of increase of the drive torque output from the front axle drive motor to the front axle and the rate of increase of the drive torque output from the rear axle drive motor to the rear axle, respectively. Furthermore, since all drive wheels of the vehicle are slipping, the vehicle anti-slip pre-control system cannot perform torque transfer and redistribution.

[0123] pass Figure 4 and Figure 5 It is understood that the control method proposed in this application can detect vehicle slippage before the TCS system and control the drive torque corresponding to the slipping drive wheel in advance, thereby preventing the vehicle from experiencing large slippage or even loss of steering control, and ensuring the vehicle's safety performance.

[0124] It is 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 and even four-motor new energy vehicles.

[0125] Figure 6 This is a schematic diagram of the structure of a vehicle control device provided in one embodiment of this application. Figure 6 As shown, the device 600 in this embodiment may include an acquisition module 601 and a processing module 602.

[0126] The acquisition module 601 is used to acquire the vehicle's acceleration and the acceleration of the vehicle's first drive wheel, and / or the wheel speed of the first drive wheel and the vehicle's travel speed.

[0127] When the first difference between the vehicle's acceleration and the acceleration of the first drive wheel is greater than or equal to a first threshold, and / or the second difference between the wheel speed of the first drive wheel and the vehicle's travel speed is greater than or equal to a second threshold, the processing module 602 controls the vehicle's drive device to output a first torque to the first drive wheel, the first torque being less than the first required torque of the first drive wheel.

[0128] Optionally, controlling the vehicle's drive unit to output a first torque to the first drive wheel includes:

[0129] The processing module 602 controls the vehicle's drive unit to output a first torque to the first drive wheel based on 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.

[0130] Optionally, the acquisition module 601 is also used to acquire the slope of the road where the vehicle is located.

[0131] Processing module 602 is used to control the vehicle's drive unit to output a first torque to the first drive wheel, including:

[0132] The processing module 602 controls the vehicle's drive device to output a first torque to the first drive wheel based on the slope. The greater the slope, the greater the torque difference between the first torque and the first required torque.

[0133] Optionally, the processing module 602 is further configured to determine the difference between the slip ratios of a plurality of drive wheels of the vehicle, the plurality of drive wheels including 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.

[0134] Processing module 602 is used to control the vehicle's drive unit to output a first torque to the first drive wheel, including:

[0135] The processing module 602 controls the vehicle's drive unit to output a first torque to the first drive wheel based on the difference between the slip rates of the multiple drive wheels. The torque difference between the first torque and the first required torque is associated with the difference between the slip rates of the multiple drive wheels.

[0136] In some implementations, multiple drive wheels include a first drive wheel and a second drive wheel.

[0137] Wherein, when the third difference between the slip ratio of the first drive wheel and the slip ratio 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. The processing module 602 controls the first torque difference to be greater than the second torque difference.

[0138] Optionally, the multiple drive wheels may also include a third drive wheel.

[0139] Among them, when the fourth difference between the slip ratio of the first drive wheel and the slip ratio of the third drive wheel is greater than or equal to the fourth threshold, the torque difference is the third torque difference, and the processing module 602 controls the first torque difference to be greater than the third torque difference.

[0140] Optionally, the multiple drive wheels may also include a fourth drive wheel.

[0141] Wherein, when the fifth difference between the slip ratio of the first drive wheel and the slip ratio 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 processing module 602 controls the fourth torque difference to be greater than the second torque difference and / or the third torque difference.

[0142] In some implementations, the vehicle includes a first drive shaft and a second drive shaft. The first drive shaft is connected to the first drive wheel. The processing module 602 is also used to control the vehicle's drive device to output a second torque to the vehicle's non-slipping wheels. The non-slipping wheels are connected to the second drive shaft. The difference between the acceleration of the non-slipping wheels and the acceleration of the vehicle is less than a first difference, and the difference between the wheel speed of the non-slipping wheels and the vehicle's travel speed is less than a second difference. The processing module 602 is used to control the second torque to be greater than the required torque of the non-slipping wheels. The torque difference between the second torque and the second required torque of the non-slipping wheels is equal to the torque difference between the first torque and the first required torque.

[0143] In some implementations, after the vehicle's drive unit outputs a first torque to the first drive wheel for a first duration, if the difference between the vehicle's acceleration and the acceleration of the first drive wheel is greater than or equal to a first difference, and / or the difference between the wheel speed of the first drive wheel and the vehicle's travel speed is greater than or equal to a second difference, then the processing module 602 controls the vehicle's drive unit to output a third torque to the first drive wheel, the third torque being less than the first torque.

[0144] It should be understood that device 600 is embodied in the form of functional modules. The term "module" can refer to application-specific integrated circuits (ASICs), electronic circuits, processors (e.g., shared processors, proprietary processors, or group processors) and memories for executing one or more software or firmware programs, combined logic circuits, and / or other suitable components that support the described functions.

[0145] The aforementioned device 600 has the function of implementing the various processes and / or steps corresponding to the above method embodiments; 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.

[0146] Figure 7 This is a schematic diagram of the structure of a service access device provided in yet another embodiment of this application. Figure 7 The device 700 shown can be used to perform any of the methods described above that are executed by the vehicle's control device.

[0147] like Figure 7 As shown, the device 700 of this embodiment includes: a memory 701, a processor 702, a communication interface 703, and a bus 704. The memory 701, processor 702, and communication interface 703 are interconnected via the bus 704.

[0148] The memory 701 can be a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 701 can store programs, and when the program stored in the memory 701 is executed by the processor 702, the processor 702 performs any of the aforementioned methods.

[0149] The processor 702 may be a general-purpose central processing unit (CPU), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits for executing relevant programs.

[0150] The processor 702 can also be an integrated circuit chip with signal processing capabilities. In implementation, the various related steps in the embodiments of this application can be completed by the integrated logic circuitry in the processor 702 or by software instructions.

[0151] The processor 702 described above can 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 devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor, etc.

[0152] The steps of the method disclosed in the embodiments of this application can be directly manifested as being executed by a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This 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 by the units included in the device of this application.

[0153] The communication interface 703 can use, but is not limited to, transceivers to enable communication between the device 700 and other devices or apparatuses.

[0154] Bus 704 may include a pathway for transmitting information between various components of device 700 (e.g., memory 701, processor 702, communication interface 703).

[0155] This application also provides a computer-readable storage medium storing computer instructions, which, when executed by a processor, implement the steps of the methods described above.

[0156] This application also provides a computer program product, including computer instructions that, when executed by a processor, implement the various steps in the methods described above.

[0157] It should be noted that the modules or components shown in the above embodiments can be one or more integrated circuits configured to implement the above methods, such as one or more application-specific integrated circuits (ASICs), one or more microprocessors, or one or more field-programmable gate arrays (FPGAs). Furthermore, when a module is implemented by a processing element calling program code, the processing element can be a general-purpose processor, such as a central processing unit (CPU) or other processor capable of calling program code, such as a controller. Moreover, these modules can be integrated together to implement a system-on-a-chip (SoC).

[0158] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, software modules, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. 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 integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., a solid-state disk (SSD)).

[0159] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0160] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A method for controlling a vehicle, characterized in that, include: The vehicle's acceleration and the acceleration of the vehicle's first drive wheel are obtained, and / or the wheel speed of the first drive wheel and the vehicle's travel speed are obtained. When the 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 when the 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 driving device of the vehicle is controlled to output a first torque to the first drive wheel, the first torque being less than the first required torque of the first drive wheel. The method further includes: determining the difference between the slip ratios of a plurality of drive wheels of the vehicle, the plurality of drive wheels including 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; Wherein, the drive device controlling the vehicle outputs a first torque to the first drive wheel, including: The vehicle's drive unit is controlled to output a first torque to the first drive wheel based on the difference between the slip rates of the plurality of drive wheels, and the torque difference between the first torque and the first required torque is related to the difference between the slip rates of the plurality of drive wheels.

2. The method according to claim 1, characterized in that, The drive unit that controls the vehicle outputs a first torque to the first drive wheel, including: The vehicle's drive unit is controlled to output the first torque to the first drive wheel based on 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 includes: determining the slope of the road where the vehicle is located; Wherein, the drive device controlling the vehicle outputs a first torque to the first drive wheel, including: The vehicle's drive unit is controlled to output the first torque to the first drive wheel according to the slope. The greater the slope, the greater the torque difference between the first torque and the first required torque.

4. The method according to claim 1, characterized in that, The plurality of drive wheels includes the first drive wheel and the second drive wheel; Wherein, when the third difference between the slip ratio of the first drive wheel and the slip ratio 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.

5. The method according to claim 4, characterized in that, The plurality of drive wheels also includes the third drive wheel; Wherein, when the fourth difference between the slip ratio of the first drive wheel and the slip ratio of the third drive wheel is greater than or equal to the fourth threshold, the torque difference is the third torque difference, and the first torque difference is greater than the third torque difference.

6. The method according to claim 4 or 5, characterized in that, The plurality of drive wheels also includes the fourth drive wheel; Wherein, when the fifth difference between the slip ratio of the first drive wheel and the slip ratio 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.

7. The method according to claim 1, characterized in that, The vehicle includes a first drive shaft and a second drive shaft, wherein the first drive shaft is a drive shaft connected to the first drive wheel, and the method further includes: The drive unit of the vehicle outputs a second torque to the non-slipping wheel of the vehicle, the non-slipping wheel being connected to the second drive shaft, the difference between the acceleration of the non-slipping wheel and the acceleration of the vehicle being less than the first difference, and the difference between the wheel speed of the non-slipping wheel and the driving speed of the vehicle being less than the second difference, the second torque being greater than the required torque of the non-slipping wheel, and the torque difference between the second torque and the second required torque of the non-slipping wheel being equal to the torque difference between the first torque and the first required torque.

8. The method according to claim 1, characterized in that, After controlling the vehicle's drive unit to output a first torque to the first drive wheel for a first duration, 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, then the driving device of the vehicle is controlled to output a third torque to the first drive wheel, the third torque being less than the first torque.

9. 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 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the vehicle control method as described in any one of claims 1 to 8.

11. A computer program product, characterized in that, It includes a computer program that, when executed by a processor, implements the vehicle control method as described in any one of claims 1 to 8.

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