Vehicle control method and device, electronic equipment and readable storage medium

Abstract

The embodiment of the invention provides a vehicle control method and device, electronic equipment and a readable storage medium. The method comprises the steps that a control system input signal of a vehicle is collected; the torque difference between the left and right wheels and the anti-skid torque difference are calculated through input signals of the control system; determining a first driving direction of a yaw motion trend of the vehicle based on the torque difference between the left and right wheels; determining a second driving direction of the yaw motion trend of the vehicle based on the anti-slip torque difference; formulating a torque distribution strategy through the first driving direction and the second driving direction; the vehicle is controlled through the torque distribution strategy, the vehicle yawing movement trend is expressed in the first driving direction and the second driving direction so that the control intentions of TVC and TCS can be defined, the reasonable torque distribution strategy is formulated according to the conditions, accurate control over the distributed driving vehicle in the steering process is achieved, and the steering accuracy of the vehicle is improved. And the controllability and the safety of the vehicle are improved.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of assisted driving technology, and in particular to a vehicle control method, device, electronic device, and readable storage medium. Background Art

[0002] Torque Vectoring Control (TVC) and Traction Control System (TCS) are key technologies for enhancing active safety and handling performance in modern vehicles. TVC actively adjusts the driving or braking torque difference between the left and right wheels to generate additional yaw torque, thereby improving the vehicle's steering response, cornering performance, and stability under extreme driving conditions. For example, when the vehicle is understeer, TVC can generate a yaw torque to assist the vehicle's steering by increasing the driving torque on the outer wheel or the braking torque on the inner wheel.

[0003] Meanwhile, TCS (Traffic Control System) prevents excessive drive wheel slip during acceleration or hill climbing, maintaining longitudinal stability. TCS typically monitors wheel speed and slip ratio. If it detects wheel slip, it proactively reduces engine torque or applies the brakes to prevent wheel slip and maintain traction.

[0004] However, some existing research on TVC and TCS employs independent control strategies or simple priority-coordinated control logic. This approach often overlooks the fundamental conflict between TVC and TCS regarding torque intervention: TVC typically increases the torque difference between the left and right wheels to generate yaw moment. However, when wheels begin to slip, TCS must reduce drive wheel torque, or even bring the torques of the left and right wheels into alignment, to restore the vehicle's longitudinal stability. This inherent contradiction can lead to control conflicts under certain complex operating conditions, compromising the vehicle's overall handling and safety. Summary of the Invention

[0005] Embodiments of the present application provide a vehicle control method, device, electronic device, and readable storage medium to overcome the above-mentioned problems or at least partially solve the above-mentioned problems.

[0006] An embodiment of the present invention discloses a vehicle control method, comprising:

[0007] Collect vehicle control system input signals;

[0008] Calculating the left and right wheel torque difference and the anti-slip torque difference through the control system input signal;

[0009] determining a first driving direction for a yaw motion trend of the vehicle based on the left and right wheel torque difference;

[0010] determining a second driving direction for a yaw motion tendency of the vehicle based on the anti-slip torque difference;

[0011] formulating a torque distribution strategy based on the first driving direction and the second driving direction;

[0012] The vehicle is controlled by the torque distribution strategy.

[0013] Optionally, the step of formulating a torque distribution strategy according to the first driving direction and the second driving direction includes:

[0014] generating a direction arbitration result for determining whether the first driving direction and the second driving direction are the same or opposite based on the first driving direction and the second driving direction;

[0015] A torque distribution strategy is determined based on the direction arbitration result.

[0016] Optionally, the step of determining a torque distribution strategy based on the directional relationship information includes:

[0017] When it is determined through the direction arbitration result that the first driving direction and the second driving direction are the same, determining the initial torque of the wheel on the inner side of the curve and the initial torque of the wheel on the outer side of the curve;

[0018] determining whether the left and right wheel torque difference is greater than the anti-slip torque difference;

[0019] When it is determined that the left and right wheel torque difference is not greater than the anti-slip torque difference, the difference between the initial torque of the outer wheel of the curve and the left and right wheel torque difference is determined as the final torque of the outer wheel of the curve;

[0020] The initial torque of the wheel on the inside of the curve is determined as the final torque of the wheel on the inside of the curve.

[0021] Optionally, the vehicle includes a drive anti-skid control system, further comprising:

[0022] When it is determined that the left and right wheel torque difference is greater than the anti-slip torque difference, determining a maximum torque reduction amount allowed by the driving anti-slip control system;

[0023] The difference between the initial torque of the outer wheel of the curve and the maximum torque reduction is determined as the final torque of the outer wheel of the curve.

[0024] Optionally, the step of determining a torque distribution strategy based on the directional relationship information includes:

[0025] When it is determined by the direction arbitration result that the first driving direction and the second driving direction are opposite, determining a cornering outer wheel drive anti-slip control target torque value, a cornering inner wheel drive anti-slip control target torque value, a cornering outer wheel torque reference value, and a cornering inner wheel torque reference value;

[0026] Determining the smaller value between the target torque value of the anti-skid control for the outer wheel of the curve and the reference torque value of the outer wheel of the curve as the final torque of the outer wheel of the curve;

[0027] The smaller value between the target torque value of the anti-skid control for the inner wheel of the curve and the torque reference value of the inner wheel of the curve is determined as the final torque of the inner wheel of the curve.

[0028] Optionally, the control system input signal includes vehicle speed, steering wheel angle, and actual yaw rate, and the step of controlling the vehicle using the torque distribution strategy includes:

[0029] calculating a desired yaw rate based on the vehicle speed and the steering wheel angle;

[0030] calculating a yaw rate deviation based on the desired yaw rate and the actual yaw rate;

[0031] determining an additional torque based on the steering wheel angle and the yaw rate deviation;

[0032] The final torque is corrected using the additional torque, and the vehicle is controlled using the corrected final torque.

[0033] Optionally, the control system input signal includes a throttle opening, and the step of controlling the vehicle using the torque distribution strategy includes:

[0034] determining a driving mode of the vehicle based on the throttle opening;

[0035] determining control weights of vehicle yaw control and drive anti-skid control of the vehicle based on the driving mode;

[0036] determining an additional torque based on the control weights;

[0037] The final torque is corrected using the additional torque, and the vehicle is controlled using the corrected final torque.

[0038] An embodiment of the present invention further discloses a vehicle control device, which is characterized by comprising:

[0039] A control system input signal acquisition module is used to acquire the vehicle's control system input signal;

[0040] A left-right wheel torque difference and anti-slip torque difference calculation module, configured to calculate the left-right wheel torque difference and anti-slip torque difference based on the control system input signal;

[0041] a first driving direction determining module, configured to determine a first driving direction of a yaw motion trend of the vehicle based on the left and right wheel torque difference;

[0042] a second driving direction determining module, configured to determine a second driving direction of the yaw motion trend of the vehicle based on the anti-slip torque difference;

[0043] a torque distribution strategy formulation module, configured to formulate a torque distribution strategy according to the first driving direction and the second driving direction;

[0044] A vehicle control module is configured to control the vehicle using the torque distribution strategy.

[0045] An embodiment of the present invention further discloses an electronic device, comprising a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus;

[0046] The memory is used to store computer programs;

[0047] The processor is configured to implement the method described in the embodiment of the present invention when executing the program stored in the memory.

[0048] An embodiment of the present invention further discloses a computer-readable storage medium having instructions stored thereon. When executed by one or more processors, the processors are enabled to execute the method according to the embodiment of the present invention.

[0049] The embodiments of the present invention include the following advantages:

[0050] An embodiment of the present invention collects control system input signals of a vehicle; calculates the left and right wheel torque difference and the anti-slip torque difference based on the control system input signals; determines a first driving direction for the yaw motion trend of the vehicle based on the left and right wheel torque difference; determines a second driving direction for the yaw motion trend of the vehicle based on the anti-slip torque difference; formulates a torque distribution strategy based on the first driving direction and the second driving direction; and controls the vehicle based on the torque distribution strategy, thereby realizing the use of the first driving direction and the second driving direction to express the vehicle's yaw motion trend, so as to clarify the control intentions of TVC and TCS, and formulating a reasonable torque distribution strategy based on this condition, thereby realizing precise control of the distributed drive vehicle during the steering process, and improving the vehicle's controllability and safety.

[0051] Furthermore, the embodiments of the present invention can also bring about the following improvements:

[0052] Reduce turning radius: By applying different torques to the left and right wheels, a yaw moment is generated to assist vehicle steering, thereby reducing the turning radius and improving the vehicle's passability in complex traffic conditions.

[0053] Improved handling: By precisely controlling wheel torque, the vehicle can respond more quickly and accurately to the driver's steering intentions, improving the vehicle's handling sensitivity.

[0054] Improve safety: Through anti-skid and torque reduction control, the wheels are prevented from slipping during steering, maintaining the vehicle's driving stability and improving the vehicle's safety under various road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] Figure 1 is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0056] Figure 2 1 is a schematic structural diagram of a differential torque steering control system provided in one embodiment of the present application;

[0057] Figure 3 This is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0058] Figure 4 is a structural diagram of a vehicle control device provided in an embodiment of the present application;

[0059] Figure 5 This is a structural diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0060] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0061] In order to make the technical problems, technical solutions and beneficial effects solved by this application more clearly understood, this application is further described in detail below in conjunction with the embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0062] In actual applications, when a vehicle is in complex scenarios or working conditions with low adhesion, high dynamics or intelligent driving, it is easy for the TVC's yaw torque demand and the TCS's anti-slip and torque reduction instructions to offset each other, resulting in control failure and limiting the vehicle's stability and safety.

[0063] For the above scenarios, some related technical studies adopt independent or simple priority collaborative control logic, as follows.

[0064] 1) Independent control mode:

[0065] Example: Vehicle turning on a slippery road

[0066] TVC in action: When a vehicle turns quickly on slippery roads, it may exhibit a tendency to understeer. Upon detecting this tendency, the TVC system proactively increases the drive torque to the outside wheel while simultaneously reducing the drive torque to the inside wheel to generate a yaw moment that assists in steering the vehicle, allowing it to better align with the driver's intent.

[0067] TCS Action: During the same turn, if the inside wheel begins to spin due to a slippery road surface, the TCS system will detect that the wheel slip rate has exceeded a threshold. TCS will independently intervene to reduce engine torque or apply the brakes to the slipping wheel to suppress wheel slip and improve vehicle traction.

[0068] Independence: In this mode, TVC and TCS operate independently of each other. They may intervene simultaneously, but their control actions are calculated and executed separately. This may result in TVC increasing torque output to generate yaw moment while TCS reduces torque output to prevent slip.

[0069] Example: Vehicle accelerating on uneven road surface

[0070] TCS Action: When accelerating on uneven roads, if a wheel temporarily loses grip, TCS quickly intervenes to limit power output, ensuring smooth vehicle launch and acceleration.

[0071] TVC action: During this process, if the vehicle deviates slightly, TVC may attempt to correct the driving direction by adjusting the torque distribution between the left and right wheels.

[0072] Independence: The two systems do not interfere with each other. TCS focuses on wheel slip, and TVC focuses on the vehicle's driving trajectory. Their goals are to improve vehicle performance and safety, but they operate in an independent manner.

[0073] 2) TCS takes precedence over TVC mode:

[0074] Example: A vehicle accelerates rapidly and turns on ice

[0075] TCS in action: When accelerating rapidly on icy surfaces, wheels can easily lose grip and slip severely. The TCS system immediately intervenes, significantly reducing engine torque output and even applying the brakes on the slipping wheels to restore traction and maintain driving stability.

[0076] TVC Action: Even if TVC detects understeer and needs to adjust left and right wheel torque to assist steering, the TCS override prevents TVC from executing its control commands. The vehicle's focus is on restoring traction, with steering taking a back seat.

[0077] Example: Vehicle avoiding obstacles while driving at high speed

[0078] TCS Action: When a vehicle suddenly needs to change lanes to avoid an obstacle while traveling at high speed, if the driver makes an abrupt change, the vehicle could skid. TCS quickly intervenes, applying braking and other measures to prevent wheel lock or skidding, maintaining the vehicle's direction.

[0079] TVC Action: At the same time, TVC may also detect a tendency for the vehicle to become unstable and calculate the need for torque adjustment to assist the driver in controlling the vehicle. However, due to the priority of TCS, TVC's control instructions will not be executed, and the vehicle will rely primarily on TCS to maintain driving stability.

[0080] From the above, it can be seen that the relevant technologies have not yet solved the fundamental conflict between the two in the direction of torque intervention (TVC needs to increase the torque difference, and TCS needs to reduce the torque difference).

[0081] Disadvantages of independent control mode:

[0082] 1. Yaw instability caused by differential torque conflict: When the differential torque required by TVC (ΔT_TVC) and the differential torque required by TCS (ΔT_TCS) are in conflicting directions—for example, TVC requests an increase in torque to the left wheel to correct steering, while TCS requests a decrease in torque due to left wheel slip—directly superimposing control commands can easily cause the torque requests to cancel each other out or oscillate, leading to abnormal fluctuations in yaw torque. Especially on low-grip roads such as icy and snowy roads, this independent control strategy can easily exacerbate wheel slip or cause vehicle yaw instability due to torque conflict.

[0083] 2. Risk of loss of control over total axle torque: Simply superimposing control commands may cause the total torque output on the rear axle to exceed the limits of the drive motor. In this case, the system is forced to implement forced truncation or limiting, which inevitably introduces control delays and causes loss of vehicle performance.

[0084] The disadvantages of TCS taking precedence over TVC mode:

[0085] 1. Loss of yaw control effectiveness: When TCS is activated, the complete failure of the TVC function leaves the vehicle's yaw stability completely dependent on the driver's control. This control strategy can easily lead to dangerous situations such as understeer or drifting when accelerating through corners on low-grip roads.

[0086] 2. Rigid torque distribution strategy: TCS torque reduction strategies often fail to fully consider the need for yaw compensation. Consequently, excessive torque reduction on one wheel can easily trigger unintended yaw dynamics. For example, excessive torque reduction on the inside wheel can lead to a sudden imbalance in driving force on the outside wheel, further deviating the vehicle from the driver's intended path.

[0087] 3. Limited vehicle dynamic performance: This rigidly prioritized control architecture prevents the system from flexibly adjusting the coordination weight between TVC and TCS based on real-time operating conditions. For example, when wheel slip approaches the TCS threshold but TCS intervention has not yet been triggered, the system could more flexibly utilize TVC for auxiliary control. However, the priority setting deprives the system of this optimization possibility, thereby sacrificing vehicle dynamic performance.

[0088] An embodiment of the present application provides a vehicle control method, which collects control system input signals of a vehicle; calculates the left and right wheel torque difference and the anti-slip torque difference based on the control system input signals; determines a first driving direction for the yaw motion trend of the vehicle based on the left and right wheel torque difference; determines a second driving direction for the yaw motion trend of the vehicle based on the anti-slip torque difference; formulates a torque distribution strategy based on the first driving direction and the second driving direction; and controls the vehicle through the torque distribution strategy, thereby realizing the use of the first driving direction and the second driving direction to express the vehicle's yaw motion trend, so as to clarify the control intentions of TVC and TCS, and formulates a reasonable torque distribution strategy based on this condition, thereby realizing precise control of distributed drive vehicles during steering, and improving the vehicle's controllability and safety.

[0089] Example 1

[0090] This application embodiment provides a vehicle control method, please refer to Figure 1 , Figure 1 This is a flow chart of a vehicle control method provided by an embodiment of the present application, comprising the following steps:

[0091] Step 101, collecting vehicle control system input signals;

[0092] Step 102, calculating the left and right wheel torque difference and the anti-slip torque difference through the control system input signal;

[0093] Step 103, determining a first driving direction for the yaw motion trend of the vehicle based on the left and right wheel torque difference;

[0094] Step 104 , determining a second driving direction for the yaw motion trend of the vehicle based on the anti-slip torque difference;

[0095] Step 105: formulating a torque distribution strategy based on the first driving direction and the second driving direction;

[0096] Step 106 : Control the vehicle using the torque distribution strategy.

[0097] In practical applications, the embodiments of the present invention can be applied to a differential steering control system (hereinafter referred to as the system) of a distributed electric vehicle.

[0098] In a specific implementation, the embodiment of the present invention can collect input signals from the vehicle's control system to obtain all the information required by the control system, providing a data basis for subsequent calculations and control decisions.

[0099] The control system input signals may include, but are not limited to, wheel speed, actual yaw rate, steering wheel angle, throttle opening, motor torque capacity, etc.

[0100] Wheel speed: The rotation speed of each wheel, for example, the left front wheel rotates at 50 rpm and the right rear wheel rotates at 48 rpm.

[0101] Actual yaw rate: The speed at which the vehicle rotates around the vertical axis, for example 2 degrees / second (indicating that the vehicle is turning slightly left).

[0102] Steering wheel angle: The angle the driver turns the steering wheel, such as 10 degrees to the left.

[0103] Throttle opening: The degree to which the driver depresses the accelerator, such as 50% (indicating moderate acceleration).

[0104] Motor torque capacity: The maximum torque that the motor can currently output, such as 200Nm.

[0105] By collecting the vehicle's control system input signals, we ensure that the control system can perceive the vehicle's real-time status and the driver's intentions, which is the prerequisite for achieving precise control.

[0106] The embodiment of the present invention can also calculate the left and right wheel torque difference (ΔT_TVC) and anti-slip torque difference (ΔT_TCS) through the control system input signal to respectively calculate the torque adjustment amount and direction required for TVC and TCS, providing a basis for subsequent coordinated control.

[0107] ΔT_TVC (left-right wheel torque difference): The TVC module calculates the torque difference between the left and right wheels required to achieve the desired steering effect based on the vehicle dynamics model, the driver's steering wheel angle, and other information.

[0108] ΔT_TCS (anti-slip torque difference): The TCS module calculates the wheel slip rate based on wheel speed information. If the slip rate exceeds the threshold, it calculates how much torque needs to be reduced to prevent the wheel from slipping.

[0109] For example, the left and right wheel torque difference (ΔT_TVC) and the anti-slip torque difference (ΔT_TCS) may be calculated as follows.

[0110] Example scenario: Assume that a distributed drive electric vehicle is making a left turn.

[0111] 1. Calculate ΔT_TVC (left and right wheel torque difference):

[0112] Input signal:

[0113] Steering wheel angle: The driver turned 20 degrees to the left; Vehicle current speed: 10 m / s; Vehicle parameters: Wheelbase, track width, etc.;

[0114] Calculation Process: The TVC module first calculates the ideal yaw moment based on the steering wheel angle and vehicle speed, referring to the vehicle's dynamic model (which takes into account the vehicle's steering characteristics). Yaw moment is the force that rotates the vehicle about its vertical axis. For a left turn, a torque is required to tilt the front of the vehicle to the left. The TVC module then converts this ideal yaw moment into a torque difference between the left and right wheels. For example, if the model calculates a yaw moment of 1000 Nm is required to achieve the desired turn, the TVC module distributes this yaw moment to the left and right wheels based on vehicle parameters (such as wheelbase): the left wheel increases its drive torque by 500 Nm, while the right wheel decreases its drive torque by 500 Nm, resulting in a yaw moment of 1000 Nm. Therefore, ΔT_TVC = 1000 Nm (500 Nm increase for the left wheel, 500 Nm decrease for the right wheel).

[0115] 2. Calculate ΔT_TCS (anti-slip torque difference):

[0116] Input signal:

[0117] Left wheel speed: 52 rpm; right wheel speed: 50 rpm; vehicle speed: 10 m / s (calculated by other methods).

[0118] Calculation process:

[0119] The TCS module calculates the wheel slip rate based on the wheel speed and vehicle speed. The slip rate is an indicator of whether the wheel is slipping.

[0120] For example, the TCS module calculates that the slip ratio of the left wheel exceeds a preset threshold (such as 5%), indicating that the left wheel has a tendency to slip.

[0121] Based on the slip ratio, the TCS module calculates how much torque reduction is needed to prevent wheel slip. For example, the TCS module calculates that the left wheel's drive torque needs to be reduced by 300 Nm to bring the slip ratio back into a safe range. Therefore, ΔT_TCS = 300 Nm (left wheel reduction of 300 Nm).

[0122] The embodiment of the present invention calculates the left and right wheel torque difference and the anti-slip torque difference through the control system input signal, so that the TVC module determines the torque adjustment required to achieve ideal steering, and the TCS module determines the torque adjustment required to prevent wheel slip, laying the foundation for subsequent coordinated control decisions.

[0123] This embodiment of the present invention determines the first driving direction of the vehicle's yaw motion by the vehicle yaw control module (TVC) based on the left-right wheel torque difference (ΔT_TVC). This helps clarify the TVC's control intent, specifically the direction in which TVC intends the vehicle to turn. This allows analysis of the impact of TVC torque adjustments on vehicle steering. For example, if ΔT_TVC = 100 Nm (the left wheel has 100 Nm more torque than the right wheel), the TVC's driving direction is to turn the vehicle left. This provides a basis for subsequent "direction arbitration" to determine whether the control intent of TVC and TCS is consistent.

[0124] Embodiments of the present invention can also determine a second driving direction for the anti-skid control module (TCS) to adjust the vehicle's yaw motion based on the anti-skid torque difference (ΔT_TCS). This helps clarify the TCS's control intent, specifically, the primary purpose of the TCS, which is to ensure vehicle stability. Specifically, the TCS's torque adjustment is analyzed to determine how it affects vehicle steering. For example, if ΔT_TCS = 80 Nm (reducing left wheel torque), the TCS's driving direction is to prevent left wheel slip and ensure vehicle stability. This may indirectly affect the vehicle's trajectory, providing a basis for subsequent torque distribution strategy development and determining whether the control intents of the TVC and TCS are consistent.

[0125] In this embodiment of the present invention, a torque distribution strategy is formulated based on the first and second driving directions to coordinate the control intents of TVC and TCS, avoid conflicts, and achieve optimal control. By formulating a torque distribution strategy based on the first and second driving directions, a specific torque distribution plan can be formulated based on the control intents of TVC and TCS.

[0126] For example, if the driving directions of TVC and TCS are the same (for example, both want the vehicle to turn left), the collaborative control strategy will comprehensively consider the needs of both and reasonably distribute the torque.

[0127] If the driving directions of TVC and TCS are opposite (for example, TVC wants the vehicle to turn left, but TCS reduces the left wheel torque to prevent the left wheel from slipping, which may affect the left turn), the collaborative control strategy will prioritize the anti-skid requirements of TCS, and then take into account the steering requirements of TVC as much as possible.

[0128] Based on the control intentions of TVC and TCS, a specific torque distribution plan is formulated to ensure that the vehicle maintains good handling and stability under various working conditions.

[0129] Embodiments of the present invention control the vehicle through the torque distribution strategy to achieve precise control of the vehicle's motion state. In a specific implementation, the embodiment of the present invention can convert the formulated torque distribution scheme into specific control instructions, which are sent to the drive motor controller. The drive motor ultimately adjusts the torque output of the wheels. For example, a control instruction might be: "Left wheel output 200Nm torque, right wheel output 100Nm torque," which enables the vehicle to travel along the desired trajectory, ensuring driving safety and comfort.

[0130] An embodiment of the present invention collects control system input signals of a vehicle; calculates the left and right wheel torque difference and the anti-slip torque difference based on the control system input signals; determines a first driving direction for the yaw motion trend of the vehicle based on the left and right wheel torque difference; determines a second driving direction for the yaw motion trend of the vehicle based on the anti-slip torque difference; formulates a torque distribution strategy based on the first driving direction and the second driving direction; and controls the vehicle based on the torque distribution strategy, thereby realizing the use of the first driving direction and the second driving direction to express the vehicle's yaw motion trend, so as to clarify the control intentions of TVC and TCS, and formulating a reasonable torque distribution strategy based on this condition, thereby realizing precise control of the distributed drive vehicle during the steering process, and improving the vehicle's controllability and safety.

[0131] Furthermore, the embodiments of the present invention can also bring about the following improvements:

[0132] Reduce turning radius: By applying different torques to the left and right wheels, a yaw moment is generated to assist vehicle steering, thereby reducing the turning radius and improving the vehicle's passability in complex traffic conditions.

[0133] Improved handling: By precisely controlling wheel torque, the vehicle can respond more quickly and accurately to the driver's steering intentions, improving the vehicle's handling sensitivity.

[0134] Improve safety: Through anti-skid and torque reduction control, the wheels are prevented from slipping during steering, maintaining the vehicle's driving stability and improving the vehicle's safety under various road conditions.

[0135] Based on the above embodiment, a modified embodiment of the above embodiment is proposed. It should be noted that, in order to simplify the description, only the differences from the above embodiment are described in the modified embodiment.

[0136] In an optional embodiment of the present invention, the step 105 of formulating a torque distribution strategy based on the first driving direction and the second driving direction includes:

[0137] generating a direction arbitration result for determining whether the first driving direction and the second driving direction are the same or opposite based on the first driving direction and the second driving direction;

[0138] A torque distribution strategy is determined based on the direction arbitration result.

[0139] An embodiment of the present invention can generate a direction arbitration result for determining whether the first driving direction and the second driving direction are the same or opposite based on the first driving direction and the second driving direction, so as to clarify whether the control intentions of the two control systems, vehicle yaw control (TVC) and drive skid control (TCS), for the vehicle yaw motion trend are consistent.

[0140] The “first driving direction” refers to the yaw motion trend that TVC wants the vehicle to produce, and the “second driving direction” refers to the yaw motion trend that TCS wants the vehicle to produce.

[0141] Through direction arbitration, that is, judging whether the first driving direction and the second driving direction are the same or opposite, the system can know whether TVC and TCS are "cooperating" or "conflicting with each other".

[0142] The embodiment of the present invention generates a direction arbitration result for determining whether the first driving direction and the second driving direction are the same or opposite through the first driving direction and the second driving direction, which can provide a decision basis for subsequent torque distribution strategy.

[0143] If TVC and TCS control Figure 1 If the control is consistent, the work can be coordinated to achieve the desired control effect and improve the control efficiency.

[0144] For example, when it is determined that the first driving direction and the second driving direction are in the same direction, the layered dynamic torque reduction strategy will attempt to superimpose TVC yaw compensation on the basis of meeting the TCS anti-slip requirements and control the reduction of the total torque.

[0145] If the control intentions of TVC and TCS conflict, a trade-off needs to be made to avoid control conflict and ensure vehicle stability and safety.

[0146] For example, when it is determined that the first driving direction and the second driving direction are opposite, the hierarchical dynamic torque reduction strategy will prioritize the torque reduction operation of the TCS and freeze the output of the TVC to avoid conflict.

[0147] In the embodiment of the present invention, a suitable torque distribution strategy can be selected according to the result of the directional arbitration to achieve precise control of the vehicle motion.

[0148] Torque distribution strategy refers to how to distribute the calculated torque to the left and right wheels to achieve the desired control effect.

[0149] The embodiment of the present invention determines the torque distribution strategy based on the directional arbitration result, which can achieve the following beneficial effects:

[0150] Realize coordinated control of TVC and TCS to improve the performance of the control system; Figure 1 When TVC and TCS control intentions conflict, the vehicle's stability and safety are guaranteed.

[0151] In summary, the embodiments of the present invention clarify the control intent of the TVC and TCS through "directional arbitration," providing a basis for subsequent torque distribution strategy decisions and avoiding control conflicts. Based on the results of "directional arbitration," the appropriate torque distribution strategy is selected, achieving precise control of vehicle motion and improving vehicle handling performance and driving stability. By analyzing and coordinating the control intent of the TVC and TCS, the vehicle control system can achieve better control while ensuring safety.

[0152] In an optional embodiment of the present invention, the step of determining the torque distribution strategy based on the directional relationship information includes:

[0153] When it is determined through the direction arbitration result that the first driving direction and the second driving direction are the same, determining an initial torque of the inner wheel of the curve T_TCS_inside and an initial torque of the outer wheel of the curve T_TCS_outside;

[0154] determining whether the left and right wheel torque difference (ΔT_TVC) is greater than the anti-slip torque difference (ΔT_TCS);

[0155] When it is determined that the left-right wheel torque difference (ΔT_TVC) is not greater than the anti-slip torque difference (ΔT_TCS), the difference between the initial torque wheel T_TCS_OUT of the outer wheel of the curve and the left-right wheel torque difference (ΔT_TVC) is determined as the final torque of the outer wheel of the curve;

[0156] The initial torque of the wheel on the inside of the curve T_TCS_inside is determined as the final torque of the wheel on the inside of the curve.

[0157] In actual applications, when the wheel torque adjustment directions of the vehicle yaw control (TVC) and the drive anti-skid control (TCS) are consistent, that is, when the first driving direction and the second driving direction are determined to be the same through the direction arbitration result, the goal of this strategy is to superimpose TVC's yaw compensation control as much as possible on the basis of meeting the TCS anti-skid requirements, while minimizing the impact on the vehicle's total drive torque.

[0158] In an embodiment of the present invention, when it is determined that the first driving direction and the second driving direction are the same through the direction arbitration result, the initial torque of the wheel on the inside of the curve T_TCS_inside and the initial torque of the wheel on the outside of the curve T_TCS_outside are determined, so as to adjust the control intention of TVC (vehicle yaw control) and TCS (drive anti-slip control). Figure 1 When the “first driving direction” and the “second driving direction” are the same, the initial torque values of the left and right wheels under TCS control are determined.

[0159] T_TCS_IN and T_TCS_OUT represent the torque applied to the wheel on the inside and outside of the curve, respectively, under TCS control. These torque values are calculated by the TCS to prevent wheel slip.

[0160] Assume that a distributed drive electric vehicle is accelerating.

[0161] 1. Collect vehicle and wheel operating status information:

[0162] The sensor measures the following data:

[0163] Left wheel speed (ω_L): 105 rpm; right wheel speed (ω_R): 100 rpm; vehicle longitudinal speed (V): 10 m / s (converted to the corresponding wheel speed ω_v); assume that the ideal wheel speed ω_v is 100 rpm.

[0164] 2. Calculate the wheel slip rate (Slip):

[0165] Slip is a measure of whether a wheel is slipping and represents the difference between the actual speed of the wheel and the speed of the vehicle.

[0166] To simplify the calculation, assume that the wheel speed corresponding to the vehicle speed is ω_v;

[0167] Left wheel slip rate: Slip_L = (ω_L - ω_v) / ω_L = (105 - 100) / 105 ≈ 0.048 (4.8%);

[0168] Right wheel slip rate: Slip_R = (ω_R - ω_v) / ω_R = (100 - 100) / 100 = 0 (0%);

[0169] 3. Determine whether TCS intervention is needed:

[0170] The TCS system presets a slip rate threshold. If the wheel slip rate exceeds this threshold, it is considered that the wheel is slipping and intervention is required.

[0171] Assume that the slip ratio threshold is 0.03 (3%).

[0172] Conclusion: The slip rate of the left wheel (4.8%) is greater than the threshold (3%), and TCS intervention is required; the slip rate of the right wheel is 0, and no intervention is required.

[0173] 4. Calculate the required torque adjustment:

[0174] The TCS module calculates how much torque needs to be reduced based on the slip ratio to prevent the wheels from spinning. This calculation usually uses a PID controller (proportional-integral-derivative controller) or a lookup table.

[0175] For simplicity, assume that the TCS module uses a simple proportional control:

[0176] ΔT = K*(Slip-Threshold); where ΔT is the torque to be reduced and K is a proportional coefficient. Assume K = 500 Nm;

[0177] Left wheel torque adjustment: ΔT_L = 500*(0.048-0.03)≈9Nm;

[0178] Right wheel torque adjustment: ΔT_R = 500 * (0 - 0.03) = 0 Nm (since the right wheel slip rate is 0, no adjustment is required);

[0179] 5. Determine T_TCS_Inside and T_TCS_Outside:

[0180] Assuming there is no TCS intervention, the torques of the left and right wheels are T_base_L and T_base_R respectively.

[0181] T_TCS_L=T_base_L-ΔT_L=T_base_L-9Nm;

[0182] T_TCS_R=T_base_R-ΔT_R=T_base_R-0Nm=T_base_R;

[0183] Determining T_TCS_inside and T_TCS_outside provides the basis for subsequent torque distribution. When TVC and TCS work together, the TCS torque control is used as the basis, and the TVC control amount is superimposed to achieve coordination between the two controls.

[0184] In an embodiment of the present invention, it is also possible to determine whether the left and right wheel torque difference (ΔT_TVC) is greater than the anti-slip torque difference (ΔT_TCS) to determine the magnitude relationship between the TVC's torque adjustment requirement and the TCS's torque adjustment capability, so as to determine which control is primary and provide a basis for subsequent torque distribution strategy selection.

[0185] ΔT_TVC represents the torque difference between the left and right wheels required by TVC to achieve the desired yaw motion.

[0186] ΔT_TCS represents the amount of torque that the TCS needs to reduce in order to prevent wheel slip.

[0187] If the torque demand of TVC is not large, TVC control can be superimposed on TCS to achieve better handling performance; if the torque demand of TVC is too large, TVC control needs to be limited to prioritize the anti-skid effect of TCS.

[0188] When it is determined that the left and right wheel torque difference (ΔT_TVC) is not greater than the anti-slip torque difference (ΔT_TCS), the difference between the initial torque wheel T_TCS_outer of the outer wheel of the curve and the left and right wheel torque difference (ΔT_TVC) is determined as the final torque of the outer wheel of the curve. That is, when the torque demand of TVC is not large, the control intention of TVC is realized by adjusting the torque of the outer wheel of the curve on the basis of TCS control. Under the premise of ensuring the anti-slip effect of TCS, the yaw control of TVC is realized as much as possible to improve the vehicle's handling performance.

[0189] In an embodiment of the present invention, by determining that the first driving direction and the second driving direction are the same, the initial torque of the inner wheel of the curve and the initial torque of the outer wheel of the curve are determined; whether the torque difference between the left and right wheels is greater than the anti-slip torque difference is determined; when it is determined that the torque difference between the left and right wheels is not greater than the anti-slip torque difference, the difference between the initial torque of the outer wheel of the curve and the torque difference between the left and right wheels is determined as the final torque of the outer wheel of the curve; the initial torque of the inner wheel of the curve is determined as the final torque of the inner wheel of the curve. In an embodiment of the present invention, the initial torque of the inner wheel of the curve T_TCS_inside can be determined as the final torque of the inner wheel of the curve, so that the torque of the inner wheel is determined by TCS, so as to simplify the control strategy while ensuring the basic anti-slip function and the effectiveness of vehicle control. The control intention of vehicle yaw control (TVC) and drive anti-slip control (TCS) is realized. Figure 1 When the vehicle is in a state of emergency, TVC assists in steering the vehicle while taking into account the anti-skid requirements of TCS and controlling the reduction of total torque to maintain the vehicle's driving performance.

[0190] Specifically, the following beneficial effects are achieved.

[0191] Coordinated control: By determining the control direction of TVC and TCS and coordinating their control when the directions are the same, control conflicts are avoided and the efficiency and performance of the control system are improved.

[0192] Taking into account both controllability and safety: Under the premise of ensuring the anti-skid effect of TCS, TVC's torque distribution is used as much as possible to assist vehicle steering, thereby improving vehicle controllability while ensuring vehicle driving safety.

[0193] Optimize torque distribution: By comparing the torque demand of TVC and the torque reduction capability of TCS, the appropriate torque distribution strategy is selected to achieve a reasonable distribution of torque, which not only meets the needs of steering control but also avoids excessive reduction of driving torque.

[0194] Maintaining driving performance: By constraining the total torque, negative total torque is avoided, thereby ensuring the vehicle's driving ability and allowing the vehicle to maintain a certain amount of power during the steering process.

[0195] In summary, this strategy achieves the coordinated work of TVC and TCS when the goals of TVC and TCS are consistent, optimizes torque distribution, and thus improves the vehicle's handling and driving performance while ensuring safety.

[0196] In an optional embodiment of the present invention, the vehicle includes a drive anti-skid control system, further comprising:

[0197] When it is determined that the left and right wheel torque difference (ΔT_TVC) is greater than the anti-slip torque difference (ΔT_TCS), determining a maximum torque reduction amount ΔT_TCS_max allowed by the driving anti-slip control system;

[0198] The difference between the initial torque wheel T_TCS_outer of the outer wheel of the curve and the maximum torque reduction ΔT_TCS_max is determined as the final torque of the outer wheel of the curve.

[0199] In actual applications, when the torque adjustment demand of TVC is too large, TCS may be unable to effectively prevent wheel slip. Therefore, the embodiment of the present invention can determine the maximum torque reduction ΔT_TCS_max allowed by the drive anti-skid control system when it is determined that the torque difference between the left and right wheels (ΔT_TVC) is greater than the anti-skid torque difference (ΔT_TCS), and determine the difference between the initial torque wheel T_TCS_outer of the outer wheel of the curve and the maximum torque reduction ΔT_TCS_max as the final torque of the outer wheel of the curve, so as to limit the torque adjustment of TVC and give priority to the anti-skid control effect of TCS. At the same time, ΔT_TCS_max represents the maximum torque reduction allowed by the TCS system, which is a safety threshold. The difference between the initial torque wheel T_TCS_outer of the outer wheel of the curve and the maximum torque reduction ΔT_TCS_max is determined as the final torque of the outer wheel of the curve, which can effectively prevent excessive torque reduction from affecting the driving performance of the vehicle.

[0200] In an embodiment of the present invention, when it is determined that the torque difference between the left and right wheels (ΔT_TVC) is greater than the anti-skid torque difference (ΔT_TCS), the maximum torque reduction ΔT_TCS_max allowed by the drive anti-skid control system is determined; and the difference between the initial torque wheel T_TCS_outer of the outer wheel of the curve and the maximum torque reduction ΔT_TCS_max is determined as the final torque of the outer wheel of the curve, thereby achieving the following beneficial effects.

[0201] Ensure vehicle driving stability: By limiting the torque adjustment of TVC, TCS can effectively prevent wheel slip, thereby maintaining vehicle driving stability, especially in working conditions requiring higher driving force (such as acceleration and climbing).

[0202] Prevent control conflicts: Avoid conflicts between TVC and TCS control instructions, which may lead to system instability or performance degradation.

[0203] Improve safety: Ensure vehicle safety under various working conditions and prevent loss of control due to wheel slippage.

[0204] Exemplarily, the torque distribution strategy may be determined in the following manner.

[0205] The differential torque has the same direction (ΔT_TVC and ΔT_TCS are in the same direction, i.e., the first driving direction and the second driving direction are the same);

[0206] Goal: To superimpose TVC yaw compensation on TCS anti-slip while controlling the reduction in total axle torque.

[0207] Execution steps:

[0208] a. TCS reference torque determination:

[0209] Reduce torque on the slipping wheel according to TCS requirements to obtain initial torques T_TCS_inside (inside wheel of the curve) and T_TCS_outside (outside wheel of the curve).

[0210] b. TVC compensation superposition:

[0211] If |ΔT_TVC| ≤ |ΔT_TCS|: Based on the TCS torque reduction, further reduce the torque of the outer wheel of the curve by ΔT_TVC to meet the yaw compensation requirement. The final torque is: T_inside = T_TCS_inside, T_outside = T_TCS_outside - ΔT_TVC.

[0212] If |ΔT_TVC|>|ΔT_TCS|: TVC demand is dominant, but does not exceed the maximum torque reduction allowed by TCS. The final torque is: T_inside = T_TCS_inside, T_outside = T_TCS_outside - ΔT_TCS_max;

[0213] c. Total shaft torque constraint:

[0214] Ensure T_inside + T_outside ≥ 0 to avoid negative total torque.

[0215] The symbols have the following meanings:

[0216] ΔT_TVC: The torque difference between the left and right wheels calculated by the vehicle yaw control (TVC) system to generate the yaw moment to control the vehicle's steering motion.

[0217] ΔT_TCS: The torque reduction calculated by the TCS system to prevent wheel slip.

[0218] |ΔT_TVC|: The absolute value of ΔT_TVC, indicating the magnitude of the torque difference required for TVC control.

[0219] |ΔT_TCS|: The absolute value of ΔT_TCS, indicating the amount of torque reduction required for TCS control.

[0220] T_inside: Final torque on the wheel on the inside of the curve.

[0221] T_OUT: Final torque on the outside wheel of the curve.

[0222] T_TCS_inside: The torque of the wheel on the inside of the curve calculated by the TCS system.

[0223] T_TCS_OUTSIDE: The torque on the outside wheel of the curve calculated by the TCS system.

[0224] ΔT_TCS_max: The maximum torque reduction allowed by the TCS system, used to limit the extent of torque reduction to ensure the vehicle's driving performance.

[0225] In an optional embodiment of the present invention, the step of determining the torque distribution strategy based on the directional relationship information includes:

[0226] When it is determined by the direction arbitration result that the first driving direction and the second driving direction are opposite, determining a cornering outer wheel drive anti-slip control target torque value, a cornering inner wheel drive anti-slip control target torque value, a cornering outer wheel torque reference value, and a cornering inner wheel torque reference value;

[0227] Determining the smaller value between the target torque value of the anti-skid control for the outer wheel of the curve and the reference torque value of the outer wheel of the curve as the final torque of the outer wheel of the curve;

[0228] The smaller value between the target torque value of the anti-skid control for the inner wheel of the curve and the torque reference value of the inner wheel of the curve is determined as the final torque of the inner wheel of the curve.

[0229] In an embodiment of the present invention, when the first and second driving directions are determined to be opposite based on the direction arbitration result, the outer wheel anti-skid control target torque value, the inner wheel anti-skid control target torque value, the outer wheel torque reference value, and the inner wheel torque reference value are determined. This allows the system to obtain the control target of the vehicle yaw control (TVC) and the anti-skid control (TCS) system and the torque reference value for the wheels when the control intents of the TCS are opposite. The "anti-skid control target torque value" is the torque calculated by the TCS system and is intended to be applied to the wheels to prevent wheel slip. The "torque reference value" refers to the initial torque of the wheels in the absence of TVC and TCS intervention. Obtaining these values provides a basis for subsequent torque selection and provides a basis for subsequent torque selection. Because the control intents of TVC and TCS are opposite, a trade-off must be made between the two. Obtaining the TCS control target and the wheel torque reference value helps the system achieve the TVC control intent as closely as possible while ensuring anti-skid control.

[0230] In embodiments of the present invention, the smaller of the anti-skid control target torque value and the torque reference value for the outer wheel of the curve is determined as the final torque for the outer wheel of the curve. This ensures anti-skid safety by selecting the smaller of the TCS control target and the torque reference value for the outer wheel of the curve. Because the control intent of the TVC and TCS is opposed, the anti-skid control of the TCS is generally considered more important. Selecting a smaller torque prevents excessive wheel torque, thereby avoiding slip.

[0231] The embodiment of the present invention can also determine the smaller value of the anti-skid control target torque value of the inner wheel of the curve and the torque reference value of the inner wheel of the curve as the final torque of the inner wheel of the curve, so as to select the smaller value of the TCS control target and the torque reference value as the final torque on the inner wheel of the curve to ensure anti-skid safety.

[0232] The present invention determines, when determining that the first and second driving directions are opposite, a target torque value for anti-skid control of the outer wheel, a target torque value for anti-skid control of the inner wheel, a reference torque value for the outer wheel, and a reference torque value for the inner wheel; determines the smaller of the target torque value for anti-skid control of the outer wheel and the reference torque value as the final torque of the outer wheel; and determines the smaller of the target torque value for anti-skid control of the inner wheel and the reference torque value as the final torque of the inner wheel. This prioritizes vehicle anti-skid safety when the TVC and TCS control intentions conflict, and avoids control conflicts by selecting the appropriate torque.

[0233] Furthermore, the following beneficial effects are achieved:

[0234] Guaranteeing anti-skid safety: Because TVC and TCS control intent conflict, directly executing TVC control could cause wheel slip and reduce vehicle stability. Therefore, this process selects the smaller of the TCS control target and the torque reference value as the final wheel torque to ensure that the wheel torque is not excessive, thus preventing slip.

[0235] Avoiding control conflicts: Torque demands from TVC and TCS may conflict. For example, TVC may need to increase torque to a wheel to assist steering, while TCS may need to reduce torque to prevent slip. This process avoids this conflict by selecting the appropriate torque, enabling stable control system operation.

[0236] Simplified control strategy: By directly selecting the smaller value among the existing torque values, complex calculations and control strategies are avoided, the complexity of the control system is reduced, and the real-time performance of the control is improved.

[0237] Exemplarily, the torque distribution strategy may be determined in the following manner.

[0238] The direction of the differential torque is opposite (ΔT_TVC is opposite to ΔT_TCS, that is, the first driving direction is opposite to the second driving direction)

[0239] Goal: Avoid torque conflicts and prioritize anti-slip safety.

[0240] Execution steps:

[0241] a. TCS low mode: Sets the torque on the inside and outside wheels of the curve to low values (T_inside = min(T_TCS_inside, T_base_inside), T_outside = min(T_TCS_outside, T_base_outside));

[0242] b. Freeze TVC output: Do not perform TVC torque difference adjustment;

[0243] c. Yaw compensation suppression: indirectly stabilizes yaw through auxiliary systems such as ESP, or relies on driver correction.

[0244] For example: TVC requires the outer wheel of the curve to increase torque by 100Nm to correct understeer; TCS requires a torque reduction of 200Nm due to slippage of the outer wheel of the curve; in the opposite direction, the TVC requirement is frozen, the outer wheel of the curve executes TCS torque reduction, the inner wheel of the curve maintains the baseline torque, and the vehicle's yaw stability is temporarily compensated by the ESC system.

[0245] In an optional embodiment of the present invention, the control system input signal includes vehicle speed, steering wheel angle and actual yaw rate, and the step of controlling the vehicle by using the torque distribution strategy includes:

[0246] calculating a desired yaw rate based on the vehicle speed and the steering wheel angle;

[0247] calculating a yaw rate deviation based on the desired yaw rate and the actual yaw rate;

[0248] determining an additional torque based on the steering wheel angle and the yaw rate deviation;

[0249] The final torque is corrected using the additional torque, and the vehicle is controlled using the corrected final torque.

[0250] In a specific implementation, embodiments of the present invention can calculate a desired yaw rate based on the vehicle speed and steering wheel angle to achieve the ideal yaw rate that the vehicle should have in its current driving state (determined by the vehicle speed and steering wheel angle). The desired yaw rate represents the driver's steering intention. This provides a reference value for subsequent yaw rate deviation calculations, enabling the control system to determine whether the vehicle's actual motion meets the driver's expectations.

[0251] In a specific implementation, embodiments of the present invention can calculate a yaw rate deviation based on the desired yaw rate and the actual yaw rate to clearly identify the difference between the vehicle's actual steering motion and the driver's desired steering motion. This allows for a quantitative description of the vehicle's understeer or oversteer degree, providing an accurate reference for subsequent torque adjustments. The yaw rate deviation serves as the basis for control system adjustments.

[0252] The embodiment of the present invention can determine the additional torque based on the steering wheel angle and the yaw rate deviation to calculate the additional torque that needs to be applied to the wheel to correct the yaw rate deviation, so that the actual steering movement of the vehicle is closer to the driver's expectations. The embodiment of the present invention also takes the steering wheel angle into consideration, which can improve the control accuracy and response speed, make the vehicle steering more precise, and improve the vehicle's handling performance and driving stability.

[0253] In embodiments of the present invention, the additional torque can be used to correct the final torque and the corrected final torque can be used to control the vehicle. The calculated additional torque is then added to the previously calculated torque control variable to generate a final control command, which is then sent to the actuator (motor controller) to precisely control the vehicle's motion. Furthermore, closed-loop control of the vehicle's steering motion can be achieved, improving the accuracy and robustness of the control system and enabling the vehicle to better align with the driver's intent.

[0254] For example, assume that the vehicle is traveling at a moderate speed and the driver begins to turn left.

[0255] 1. Initial state:

[0256] Steering wheel angle: 10 degrees (left); actual vehicle yaw rate: 2 degrees / second (slower turning to the left); based on the steering wheel angle and vehicle speed, the TVC module preliminarily calculates that the left wheel needs to output 100Nm more torque than the right wheel (ΔT_TVC = 100Nm) to assist in turning.

[0257] According to the torque distribution strategy, the basic torque of the left wheel is calculated to be 200Nm.

[0258] 2. Monitor the steering wheel angle and yaw rate, and calculate the yaw rate deviation:

[0259] Expected yaw rate: Based on the steering wheel angle and vehicle speed, it is estimated that the vehicle should turn at a rate of 5 degrees per second during this turning maneuver.

[0260] Yaw rate deviation = desired yaw rate - actual yaw rate = 5 degrees / second - 2 degrees / second = 3 degrees / second;

[0261] Since the actual yaw rate is significantly smaller than the expected value, it indicates that the vehicle’s turning response is insufficient and TVC is required to provide a larger assist torque.

[0262] The goal of the entire TVC:

[0263] Based on the yaw rate deviation, the additional torque that needs to be added is calculated; this calculation usually uses a gain factor (K) to convert the yaw rate deviation into a torque adjustment.

[0264] For example, if K = 10 Nm / (degrees / second), then additional torque = 3 degrees / second * 10 Nm / (degrees / second) = 30 Nm

[0265] The TVC target is adjusted to: the left wheel outputs 100Nm+30Nm=130Nm more torque than the right wheel.

[0266] Recalculation of the strategy:

[0267] The adjusted TVC target (ΔT_TVC=130 Nm) is monitored.

[0268] The strategy will recalculate the torque distribution between the left and right wheels. Since the target torque of TVC increases, the calculated left wheel torque will also increase accordingly. Ultimately, the output left wheel torque may become 210Nm (compared to the previous 200Nm).

[0269] By monitoring yaw rate deviation, the system dynamically increases TVC torque demand, recalculates torque distribution, and delivers greater torque to the left wheel, helping the vehicle reach the desired cornering state more quickly. This process makes TVC control more intelligent and precise, better adapting to the driver's intent and the vehicle's actual motion.

[0270] In an optional embodiment of the present invention, the control system input signal includes a throttle opening, and the step of controlling the vehicle using the torque distribution strategy includes:

[0271] determining a driving mode of the vehicle based on the throttle opening;

[0272] determining control weights of vehicle yaw control and drive anti-skid control of the vehicle based on the driving mode;

[0273] determining an additional torque based on the control weights;

[0274] The final torque is corrected using the additional torque, and the vehicle is controlled using the corrected final torque.

[0275] In a specific implementation, the embodiment of the present invention can determine the driving mode of the vehicle based on the throttle opening, so as to judge the driver's current driving intention according to the throttle operation, thereby classifying the vehicle operation into different driving modes, so as to enable the vehicle control strategy to better adapt to the driver's driving intention and improve driving comfort and controllability.

[0276] For example, a larger throttle opening may correspond to a "hard acceleration" or "sport" mode, and a smaller throttle opening may correspond to a "slow driving" or "comfort" mode.

[0277] The embodiment of the present invention can determine the control weights of the vehicle yaw control and the drive anti-skid control of the vehicle based on the driving mode, so as to adjust the relative importance of vehicle yaw control (TVC) and drive anti-skid control (TCS) in torque distribution according to different driving modes, thereby optimizing the vehicle's controllability and stability in different driving scenarios, and improving the vehicle's sports performance or comfort performance while ensuring safety.

[0278] For example, in the "rapid acceleration" mode, the weight of TCS may be higher to ensure the driving stability of the vehicle; in the "comfort" mode, the weight of TVC may be higher to improve the handling flexibility of the vehicle.

[0279] In an embodiment of the present invention, additional torque can be determined based on the control weights, so as to calculate the additional torque required to adjust the basic torque according to the control weights of TVC and TCS. The additional torque can be regarded as a compromise between the control intentions of TVC and TCS, thereby achieving coordinated control of TVC and TCS, avoiding control conflicts, and improving the overall performance of the control system.

[0280] In an embodiment of the present invention, the additional torque can be used to correct the final torque, and the corrected final torque can be used to control the vehicle, so that the calculated additional torque is superimposed on the previously obtained torque control amount to obtain a final control instruction, and the final control instruction is sent to an actuator to achieve precise control of the vehicle movement, thereby making the vehicle's torque distribution more reasonable, which can not only meet the driver's control needs but also ensure the vehicle's driving safety.

[0281] Example scenario: Assume that the vehicle is turning and the TCS and TVC collaborative control systems have calculated that the base torque of the left wheel is 205Nm.

[0282] 1. Initial state:

[0283] Left wheel base torque: 205Nm; throttle opening: medium, 50%.

[0284] 2. Real-time monitoring of throttle opening and determination of current driving intention based on the throttle opening:

[0285] A 50% throttle opening might be considered "normal driving" or "gentle acceleration"; in this state, the control weights of TCS and TVC are kept at an intermediate value, allowing TVC to adjust torque to a certain extent to optimize handling.

[0286] Torque adjustment: Calculate a torque adjustment range based on the throttle opening and the preset control strategy (or lookup table).

[0287] For example, a preset policy might be:

[0288] Throttle opening 0-20% (creeping): TVC has a higher weight and allows for an adjustment of ±10Nm.

[0289] Throttle opening 20-80% (normal): TVC and TCS weighting are balanced, allowing ±5Nm adjustment.

[0290] Throttle opening 80-100% (rapid acceleration): TCS has a higher weight and allows adjustments of ±0Nm (TCS priority).

[0291] In this example, the throttle opening is 50%, so an adjustment of ±5Nm is allowed.

[0292] The permissible torque adjustment range is communicated to the actuator or torque distribution module.

[0293] The final torque output to the left wheel will be fine-tuned between 200Nm and 210Nm to take into account the steering assist of TVC and the stability control of TCS.

[0294] Other situations:

[0295] During rapid acceleration (e.g., 90% throttle opening), the TCS control weight may be significantly increased, limiting the torque adjustment range to a very small range (e.g., ±0 Nm or ±1 Nm) to ensure that the TCS can quickly and effectively prevent wheel slip.

[0296] Slow driving (for example, 10% throttle opening): Module 4.2 may appropriately increase the control weight of TVC, allowing TVC to adjust torque more freely to improve vehicle handling sensitivity.

[0297] The driver's driving intention is judged by the throttle opening, and the control weights of TVC and TCS are dynamically adjusted based on this, thereby achieving refined control of torque and providing optimal handling and stability in different driving scenarios.

[0298] Example 2

[0299] refer to Figure 2 , Figure 2 1 is a schematic structural diagram of a differential torque steering control system provided in one embodiment of the present application;

[0300] 1. Differential torque steering control system includes:

[0301] 1) Signal input layer: collects signals such as wheel speed, yaw angular velocity, steering wheel angle, throttle opening, and motor torque capacity.

[0302] 2) Demand calculation layer:

[0303] TVC module: Calculates the desired yaw moment based on the vehicle dynamics model and converts it into the left and right wheel torque difference (ΔT_TVC).

[0304] TCS module: Calculates the torque reduction required for anti-slip (ΔT\_TCS) based on the slip rate threshold.

[0305] 3) Collaborative decision-making layer:

[0306] Differential torque direction arbitration module: determines the direction relationship between ΔT\_TVC and ΔT\_TCS (same direction or opposite direction).

[0307] Dynamic torque reduction strategy module: According to the direction relationship, select the corresponding torque distribution rule to generate the final wheel-end torque command.

[0308] 4) Execution layer: drives the motor controller to execute torque instructions.

[0309] refer to Figure 3 , Figure 3 It is a flowchart of a vehicle control method provided in one embodiment of the present application.

[0310] 2. Differential torque direction arbitration logic:

[0311] 2.1 Define the directional relationship between ΔT_TVC and ΔT_TCS:

[0312] 2.1.1 Same direction: TVC and TCS adjust the torque of the wheels on the same side in the same direction (for example, both require reducing the torque of the left wheel).

[0313] 2.1.2 Reverse direction: TVC and TCS adjust the torque of the wheels on the same side in opposite directions (for example, TVC requires an increase in the left wheel torque, while TCS requires a decrease in the left wheel torque).

[0314] 2.2 Arbitration Rules:

[0315] 2.2.1 When traveling in the same direction: Prioritize the anti-skid requirements of TCS, and add the yaw compensation of TVC on this basis.

[0316] 2.2.2 Reverse: Freeze the TVC output and only execute the TCS torque reduction command to avoid torque conflict.

[0317] 3. Layered dynamic torque reduction strategy:

[0318] According to the directional relationship of the differential torque, the following torque distribution logic is executed:

[0319] 3.1 Differential torque has the same direction (ΔT_TVC and ΔT_TCS are in the same direction):

[0320] 3.1.1 Objective: On the basis of meeting the anti-slip requirements of TCS, add the yaw compensation of TVC and limit the reduction of the total axle torque.

[0321] 3.1.2 Execution steps:

[0322] a. Determine TCS reference torque: Based on TCS requirements, reduce torque on the slipping wheels to determine initial torques T_TCS_L (left wheel) and T_TCS_R (right wheel).

[0323] b. TVC compensation superposition:

[0324] If |ΔT_TVC| ≤ |ΔT_TCS|: Based on the TCS torque reduction, further reduce ΔT_TVC for the other wheel to meet yaw compensation requirements. The final torque is: T_L = T_TCS_L, T_R = T_TCS_R - ΔT_TVC.

[0325] If |ΔT_TVC| > |ΔT_TCS|: TVC's requirements take precedence, but the torque reduction does not exceed the maximum allowed by TCS. The final torque is: T_L = T_TCS_L, T_R = T_TCS_R - ΔT_TCS_max.

[0326] c. Axis total torque constraint: Ensure T_L+T_R ≥ 0 to avoid negative total torque.

[0327] Example:

[0328] 1) The left wheel slips, and TCS requires the left wheel to reduce torque by ΔT\_TCS=200Nm.

[0329] 2) TVC requires the right wheel to reduce torque ΔT\_TVC=150Nm to correct yaw.

[0330] 3) Since the torque adjustment direction is the same (both are torque reduction), the torque of the right wheel is finally reduced by another 150Nm on the basis of TCS, and the total torque is reduced by 350Nm.

[0331] 3.2 Differential torque direction is opposite (ΔT_TVC and ΔT_TCS are opposite):

[0332] 3.2.1 Objective: To avoid torque conflict between TVC and TCS and give priority to anti-skid safety.

[0333] 3.2.2 Execution steps:

[0334] a. TCS Low Selection Mode: For the left and right wheel torques, the smaller of the TCS demand and base torques is selected as the final torque, i.e., T_L = min(T_TCS_L, T_base_L), T_R = min(T_TCS_R, T_base_R).

[0335] b. Freeze TVC output: Do not perform TVC torque difference adjustment.

[0336] c. Yaw compensation suppression: indirectly stabilizes the vehicle's yaw motion through auxiliary systems such as ESP, or relies on the driver to make corrections.

[0337] Example:

[0338] 1) TVC requires an increase of 100 Nm of left wheel torque to correct understeer.

[0339] 2) TCS requires the left wheel torque to be reduced by 200 Nm due to left wheel slip.

[0340] 3) Because the torque adjustment direction is opposite, the TVC requirement is frozen, the left wheel executes the TCS torque reduction, and the right wheel maintains the reference torque. The vehicle's yaw stability is temporarily compensated by the ESC system.

[0341] 4. Driver intention fusion mechanism:

[0342] 4.1 Yaw compensation target correction: Based on the deviation between the steering wheel angle and the yaw rate, the desired yaw moment of TVC is dynamically adjusted to avoid overcorrection.

[0343] 4.2 Torque Distribution Sensitivity Adjustment: Adjusts the response sensitivity of TCS and TVC based on the throttle opening (for example, increasing the response speed of TCS during sudden acceleration and maintaining the flexibility of TVC during slow acceleration).

[0344] 5. How the method works:

[0345] Example 1: Acceleration on a low-adhesion road curve

[0346] 1. Operating condition characteristics: When the vehicle is turning left on an icy or snowy road, the accelerator is suddenly stepped on, causing the left wheel to slip (triggering TCS). At the same time, due to low road adhesion, the vehicle understeers (requiring TVC to correct).

[0347] 2. Control Flow:

[0348] a) TCS detects that the left wheel slip rate exceeds the threshold and calculates ΔT_TCS = 300 Nm (the left wheel needs to reduce torque by 300 Nm).

[0349] b) TVC calculates that the right wheel torque needs to be increased by ΔT_TVC = 200 Nm to generate a yaw moment that turns the vehicle inward, thereby correcting the understeer.

[0350] c) The direction arbitration module determines that the directions of ΔT\_TCS (left wheel torque reduction) and ΔT\_TVC (right wheel torque increase) are opposite.

[0351] d) Execution strategy: Enter TCS low-select mode. Reduce left wheel torque by 300 Nm, maintain right wheel base torque, and freeze TVC torque adjustment requirements.

[0352] e) Yaw compensation: ESP brakes the right rear wheel to indirectly generate a compensating yaw moment to prevent the vehicle from losing control.

[0353] Example 2: Emergency lane change on a high-adhesion road

[0354] 1. Operating condition characteristics: When the vehicle accelerates rapidly and changes lanes on a dry road, the right wheel may slip slightly (TCS triggers), and TVC is required to enhance the yaw response to improve agility when changing lanes.

[0355] 2. Control Flow:

[0356] a) TCS calculates that the right wheel needs to reduce torque by ΔT_TCS = 100 Nm.

[0357] b) TVC calculates that the left wheel torque needs to be increased by ΔT\_TVC=80Nm to enhance the vehicle's yaw response.

[0358] c) The direction arbitration module determines that ΔT_TCS (right wheel torque reduction) and ΔT_TVC (left wheel torque increase) are in the same direction (both generate yaw moments that cause the vehicle to turn left).

[0359] d) Implementation strategy: Torque on the right wheel is reduced by 100 Nm, while torque on the left wheel is increased by 80 Nm. The total driving torque is reduced by 20 Nm, achieving an enhanced yaw effect while ensuring anti-slip performance.

[0360] The present application also provides a garage control device 80, please refer to Figure 4 , Figure 4 : is a structural diagram of a vehicle control device provided in an embodiment of the present application, the device comprising:

[0361] The control system input signal acquisition module 810 is used to acquire the vehicle's control system input signal;

[0362] A left-right wheel torque difference and anti-slip torque difference calculation module 820 is used to calculate the left-right wheel torque difference and anti-slip torque difference based on the control system input signal;

[0363] A first driving direction determining module 830 is configured to determine a first driving direction of the yaw motion trend of the vehicle based on the left and right wheel torque difference;

[0364] a second driving direction determining module 840 for determining a second driving direction of the yaw motion trend of the vehicle based on the anti-slip torque difference;

[0365] a torque distribution strategy formulation module 850, configured to formulate a torque distribution strategy based on the first driving direction and the second driving direction;

[0366] The vehicle control module 860 is configured to control the vehicle using the torque distribution strategy.

[0367] The present application also provides an electronic device 90, please refer to Figure 5 , including a processor 910 and a memory 920, wherein the memory 910 is used to store computer programs; the processor 920 is used to execute the programs stored in the memory 910 to implement the vehicle control method introduced in any embodiment of the present application.

[0368] An embodiment of the present application also provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the vehicle control method introduced in any embodiment of the present application.

[0369] In this application, a plurality refers to two or more.

[0370] In this application, unless otherwise expressly defined, the terms "mounted," "connected," and "connected" should be interpreted broadly. For example, they can refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. A person of ordinary skill in the art will understand the specific meanings of these terms in this application.

[0371] The terms "first," "second," "third," "fourth," etc. (if any) in this application are used to distinguish similar objects and are not necessarily used to describe a particular sequential order.

[0372] The term "and / or" in this application simply describes an association between related objects, indicating that three possible relationships exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally indicates that the related objects are in an "or" relationship.

[0373] Unless otherwise specified, all steps of the present application may be performed sequentially or randomly. For example, a statement that the method includes steps A and B indicates that the method may include steps A and B performed sequentially, or steps B and A performed sequentially. For example, a statement that the method may also include step C indicates that step C may be added to the method in any order, for example, the method may include steps A, B, and C, or steps A, C, and B, or steps C, A, and B, etc.

[0374] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present application should be included in the scope of protection of the present application.

Claims

1. A vehicle control method, characterized in that: include: Collect vehicle control system input signals; Calculating the left and right wheel torque difference and the anti-slip torque difference through the control system input signal; determining a first driving direction for a yaw motion trend of the vehicle based on the left and right wheel torque difference; determining a second driving direction for a yaw motion tendency of the vehicle based on the anti-slip torque difference; formulating a torque distribution strategy based on the first driving direction and the second driving direction; The vehicle is controlled by the torque distribution strategy.

2. The method according to claim 1, characterized in that The step of formulating a torque distribution strategy based on the first driving direction and the second driving direction includes: generating a direction arbitration result for determining whether the first driving direction and the second driving direction are the same or opposite based on the first driving direction and the second driving direction; A torque distribution strategy is determined based on the direction arbitration result.

3. The method according to claim 2, characterized in that The step of determining the torque distribution strategy based on the directional relationship information includes: When it is determined through the direction arbitration result that the first driving direction and the second driving direction are the same, determining the initial torque of the wheel on the inner side of the curve and the initial torque of the wheel on the outer side of the curve; determining whether the left and right wheel torque difference is greater than the anti-slip torque difference; When it is determined that the left and right wheel torque difference is not greater than the anti-slip torque difference, the difference between the initial torque of the outer wheel of the curve and the left and right wheel torque difference is determined as the final torque of the outer wheel of the curve; The initial torque of the wheel on the inside of the curve is determined as the final torque of the wheel on the inside of the curve.

4. The method according to claim 3, characterized in that The vehicle includes a drive anti-skid control system, further comprising: When it is determined that the left and right wheel torque difference is greater than the anti-slip torque difference, determining a maximum torque reduction amount allowed by the driving anti-slip control system; The difference between the initial torque of the outer wheel of the curve and the maximum torque reduction is determined as the final torque of the outer wheel of the curve.

5. The method according to claim 2, characterized in that The step of determining the torque distribution strategy based on the directional relationship information includes: When it is determined by the direction arbitration result that the first driving direction and the second driving direction are opposite, determining a cornering outer wheel drive anti-slip control target torque value, a cornering inner wheel drive anti-slip control target torque value, a cornering outer wheel torque reference value, and a cornering inner wheel torque reference value; Determining the smaller value between the target torque value of the anti-skid control for the outer wheel of the curve and the reference torque value of the outer wheel of the curve as the final torque of the outer wheel of the curve; The smaller value between the target torque value of the anti-skid control for the inner wheel of the curve and the torque reference value of the inner wheel of the curve is determined as the final torque of the inner wheel of the curve.

6. The method according to any one of claims 3 to 5, characterized in that: The control system input signals include vehicle speed, steering wheel angle, and actual yaw rate, and the step of controlling the vehicle using the torque distribution strategy includes: calculating a desired yaw rate based on the vehicle speed and the steering wheel angle; calculating a yaw rate deviation based on the desired yaw rate and the actual yaw rate; determining an additional torque based on the steering wheel angle and the yaw rate deviation; The final torque is corrected using the additional torque, and the vehicle is controlled using the corrected final torque.

7. The method according to any one of claims 3 to 5, characterized in that: The control system input signal includes an throttle opening, and the step of controlling the vehicle by using the torque distribution strategy includes: determining a driving mode of the vehicle based on the throttle opening; determining control weights of vehicle yaw control and drive anti-skid control of the vehicle based on the driving mode; determining an additional torque based on the control weights; The final torque is corrected using the additional torque, and the vehicle is controlled using the corrected final torque.

8. A vehicle control device, characterized in that: include: A control system input signal acquisition module is used to acquire the vehicle's control system input signal; A left-right wheel torque difference and anti-slip torque difference calculation module, configured to calculate the left-right wheel torque difference and anti-slip torque difference based on the control system input signal; a first driving direction determining module, configured to determine a first driving direction of a yaw motion trend of the vehicle based on the left and right wheel torque difference; a second driving direction determining module, configured to determine a second driving direction of the yaw motion trend of the vehicle based on the anti-slip torque difference; a torque distribution strategy formulation module, configured to formulate a torque distribution strategy according to the first driving direction and the second driving direction; A vehicle control module is configured to control the vehicle using the torque distribution strategy.

9. An electronic device, characterized in that: comprising a processor and a memory, wherein Memory for storing computer programs; A processor, configured to execute a program stored in a memory to implement the method described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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