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 wheel and the right wheel, the anti-skid differential torque, the anti-skid demand torque of the left wheel of the rear axle and the anti-skid demand torque of the right wheel of the rear axle 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 differential torque; a torque distribution strategy is formulated according to the first driving direction, the second driving direction, the anti-skid demand torque of the left wheel of the rear axle and the anti-skid demand torque of the right wheel of the rear axle; and the vehicle is controlled through the torque distribution strategy, so that the control intention of coordinating TVC and TCS is ensured, conflicts are avoided, and how to finally distribute torque output of left and right motors of a rear axle can be determined according to the respective adhesion capability limitation of left and right rear wheels, and the torque output of the left and right motors of the rear axle is ensured. Therefore, the problems of mutual interference, power loss, control failure under complex working conditions and the like in TVC and TCS cooperative control under a distributed three-electric-drive framework in the prior art are effectively solved, and the stability 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 prevents excessive drive wheel slip during acceleration and hill climbing, maintaining longitudinal stability. TCS typically monitors wheel speed and slip ratio. If it detects impending or actual wheel slip, it proactively reduces engine torque or applies the brakes to suppress wheel slip and maintain traction.

[0004] However, some related research on TVC and TCS uses independent control strategies or simple priority coordinated control logic. In a distributed three-electric drive (single motor on the front axle + dual motors on the rear axle) architecture, the differential torques of TVC and TCS interact with each other, potentially leading to conflicts between yaw control and anti-skid objectives. Even when TCS operates alone, it can generate a reverse yaw torque, destabilizing the vehicle. Furthermore, even with a TCS priority strategy, while effective in anti-skid, it can lead to a loss of total drive torque during dynamic rear axle torque adjustments. Furthermore, in complex situations, TVC and TCS commands can easily cancel each other out, limiting vehicle stability 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, the anti-slip differential torque, the rear axle left wheel anti-slip required torque, and the rear axle right wheel anti-slip required torque 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 limited-slip differential torque;

[0011] Formulate a torque distribution strategy based on the first driving direction, the second driving direction, the anti-slip requirement torque of the left rear wheel, and the anti-slip requirement torque of the right rear wheel;

[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, the second driving direction, the rear axle left wheel anti-slip required torque, and the rear axle right wheel anti-slip required torque includes:

[0014] generating a rear axle differential torque vector direction coefficient 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] The actual output torque of the rear axle left motor and the actual output torque of the rear axle right motor are calculated based on the rear axle differential torque vector direction coefficient, the rear axle left wheel anti-slip required torque and the rear axle right wheel anti-slip required torque.

[0016] Optionally, the step of calculating the actual output torque of the rear axle left motor and the actual output torque of the rear axle right motor based on the rear axle differential torque vector direction coefficient, the rear axle left wheel anti-slip required torque, and the rear axle right wheel anti-slip required torque includes:

[0017] When it is determined by the rear axle differential torque vector direction coefficient that the first driving direction and the second driving direction are the same, determining a desired left wheel torque, and determining a minimum torque limit for the decision by the rear axle left wheel anti-slip demand torque and the rear axle right wheel anti-slip demand torque;

[0018] determining a maximum value between the desired left wheel torque and the determined minimum torque limit as the actual output torque of the rear axle left motor;

[0019] The sum of the actual output torque of the rear axle left motor and the left and right wheel torque difference is determined as the actual output torque of the rear axle right motor.

[0020] Optionally, the step of calculating the actual output torque of the rear axle left motor and the actual output torque of the rear axle right motor based on the rear axle differential torque vector direction coefficient, the rear axle left wheel anti-slip required torque, and the rear axle right wheel anti-slip required torque includes:

[0021] When it is determined by the rear axle differential torque vector direction coefficient that the first driving direction and the second driving direction are opposite, determining a desired left wheel torque, and determining a minimum torque limit for the decision by the rear axle left wheel anti-slip demand torque and the rear axle right wheel anti-slip demand torque;

[0022] determining a maximum value between the desired left wheel torque and the determined minimum torque limit as the actual output torque of the rear axle left motor;

[0023] Determining a directional weight function using the rear axle differential torque vector directional coefficient;

[0024] The product of the left and right wheel torque difference and the directional weight function is calculated, and the sum of the product and the actual output torque of the rear axle left motor is determined as the actual output torque of the rear axle right motor.

[0025] Optionally, it also includes:

[0026] Determine the required torque on the front axle;

[0027] The sum of the actual output torque of the left rear axle motor and the actual output torque of the right rear axle motor is determined as the total torque of the rear axle;

[0028] The front axle compensation torque is calculated using the front axle required torque, the rear axle total torque, and a preset compensation coefficient.

[0029] Optionally, it also includes:

[0030] When it is determined that the vehicle is in a charging state by using the total torque of the rear axle, determining the actual output torque of the front axle motor;

[0031] When the sum of the actual output torque of the front axle motor and the total torque of the rear axle is greater than or equal to the maximum energy recovery torque of the preset electric drive system, the charging state is maintained.

[0032] Optionally, it also includes:

[0033] When the sum of the actual output torque of the front axle motor and the total torque of the rear axle is less than the preset maximum energy recovery torque of the electric drive system, the target actual output torque of the front axle motor is determined based on the maximum energy recovery torque and the total torque of the rear axle.

[0034] The embodiment of the present invention further discloses a vehicle control device, comprising:

[0035] A control system input signal acquisition module is used to acquire the vehicle's control system input signal;

[0036] a left-right wheel torque difference and anti-slip torque reduction calculation module, configured to calculate the left-right wheel torque difference, anti-slip differential torque, rear axle left wheel anti-slip required torque, and rear axle right wheel anti-slip required torque based on the control system input signal;

[0037] 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;

[0038] a second driving direction determining module, configured to determine a second driving direction of a yaw motion tendency of the vehicle based on the anti-slip differential torque;

[0039] a torque distribution strategy formulation module, configured to formulate a torque distribution strategy according to the first driving direction, the second driving direction, the anti-slip requirement torque of the rear axle left wheel, and the anti-slip requirement torque of the rear axle right wheel;

[0040] A vehicle control module is configured to control the vehicle using the torque distribution strategy.

[0041] 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;

[0042] The memory is used to store computer programs;

[0043] The processor is configured to implement the method described in the embodiment of the present invention when executing the program stored in the memory.

[0044] 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.

[0045] The embodiments of the present invention include the following advantages:

[0046] According to an embodiment of the present invention, a control system input signal of a vehicle is collected; a left-right wheel torque difference, an anti-slip differential torque, an anti-slip requirement torque of the left rear wheel, and an anti-slip requirement torque of the right rear wheel are calculated based on the control system input signal; a first driving direction for the yaw motion trend of the vehicle is determined based on the left-right wheel torque difference; a second driving direction for the yaw motion trend of the vehicle is determined based on the anti-slip differential torque; a torque distribution strategy is formulated based on the first driving direction, the second driving direction, the anti-slip requirement torque of the left rear wheel, and the anti-slip requirement torque of the right rear wheel; and the vehicle is controlled based on the torque distribution strategy, thereby ensuring coordination of the control intentions of TVC and TCS to avoid conflicts, and determining how to ultimately distribute the torque outputs of the left and right rear motors according to the respective adhesion capacity limitations of the left and right rear wheels, thereby effectively solving the problems of mutual interference, power loss, and control failure under complex working conditions in the coordinated control of TVC and TCS under a distributed three-electric drive architecture in the prior art, thereby improving the stability and safety of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0048] Figure 2 This is a flow chart of a vehicle control method provided by an embodiment of the present application;

[0049] Figure 3 is a structural diagram of a vehicle control device provided in an embodiment of the present application;

[0050] Figure 4 This is a structural diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0051] 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.

[0052] 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.

[0053] In practical applications, distributed electric drive technology in new energy vehicles, by independently controlling the torque of each drive motor, offers unprecedented freedom in improving vehicle dynamics. Torque Vectoring Control (TVC) precisely regulates the torque difference between the left and right wheels to actively generate yaw torque, significantly enhancing vehicle stability in corners. Furthermore, TCS (Telekinesis Control System) effectively safeguards the vehicle's longitudinal dynamics and driving safety by suppressing abnormal wheel slip.

[0054] However, in a distributed three-electric drive architecture with a single motor on the front axle and dual independent motors on the rear axle, the coordinated control of TVC and TCS faces severe challenges:

[0055] ① Interference between yaw control and anti-skid objectives: The coupled effects of TVC and TCS on differential torque can lead to control conflicts. For example, when TCS intervenes alone to prevent slip, the resulting rear axle differential torque may conflict with the driver's steering intent, introducing additional yaw torque and ultimately undermining the vehicle's lateral stability.

[0056] ② Total drive torque loss caused by dynamic rear axle torque adjustment: Most related technologies adopt a priority-based strategy of "TCS first, TVC second." While this strategy can ensure anti-slip performance to a certain extent, it does not effectively solve the problem of total drive torque loss caused by dynamic rear axle torque adjustment.

[0057] This problem is particularly prominent in complex scenarios or operating conditions, such as low-grip roads, high-dynamic driving, and intelligent driving. Specifically, the yaw torque required by TVC and the anti-slip and torque reduction commands issued by TCS easily offset each other, causing the control system to fail and severely restricting vehicle stability and safety.

[0058] When attempting to solve these collaborative control challenges, related technologies mainly adopt the following two solutions:

[0059] Independent control mode: In this mode, TVC and TCS operate as independent control units, generating their own torque distribution commands based on the vehicle's yaw stability requirements (TVC) and the preset slip rate threshold (TCS).

[0060] TCS takes precedence over TVC mode: This strategy prioritizes the anti-skid function of TCS. When TCS detects wheel slip and begins to operate, TVC's yaw control function is completely suppressed until TCS stops intervening.

[0061] However, these related technologies are difficult to achieve conflict-free coordination between TVC and TCS in a distributed three-electric drive architecture. Their shortcomings are mainly reflected in:

[0062] Conflict in the direction of differential torque leads to yaw instability: When the differential torque (ΔT_TCS) generated by TCS during anti-skid intervention is in opposite directions to the differential torque (ΔT_TVC) required by TVC to achieve the desired yaw moment, directly superimposing these torque requirements will lead to mutual cancellation or even oscillation, which may eventually cause vehicle yaw instability.

[0063] Inconsistent power output affects driving smoothness: the relevant technology lacks an effective compensation mechanism for the front axle in the dynamic adjustment of the rear axle torque, which will lead to sudden changes in the vehicle's driving torque and significantly affect driving smoothness.

[0064] Loss of yaw control when TCS is activated: Under TCS-first strategies, once TCS is activated, TVC's yaw control function is completely ineffective, and the vehicle's lateral stability becomes entirely dependent on the driver's control. This can lead to vehicle instability, such as understeer or drifting, when accelerating through a curve on low-grip surfaces.

[0065] Rigid TCS torque reduction strategies lead to unintended yaw: Traditional TCS torque reduction strategies typically focus solely on suppressing wheel slip while ignoring the need to compensate for yaw stability. Simply reducing the torque on one wheel can result in unintended yaw moments, which can be detrimental to vehicle stability control.

[0066] An embodiment of the present application provides a vehicle control method, which collects control system input signals from a vehicle; calculates the left and right wheel torque difference, anti-slip differential torque, and the rear axle left wheel anti-slip demand torque and the rear axle right wheel anti-slip demand torque based on the control system input signals; determines a first driving direction for the vehicle's yaw motion trend based on the left and right wheel torque difference; determines a second driving direction for the vehicle's yaw motion trend based on the anti-slip differential torque; formulates a torque distribution strategy based on the first driving direction, the second driving direction, the rear axle left wheel anti-slip demand torque, and the rear axle right wheel anti-slip demand torque; and controls the vehicle using the torque distribution strategy. While ensuring coordination of the control intentions of TVC and TCS to avoid conflict, the method can ultimately determine how to distribute the torque outputs of the left and right rear axle motors based on the respective adhesion capacity limitations of the left and right rear wheels. This method effectively solves the problems of mutual interference, power loss, and control failure under complex operating conditions that exist in the prior art of TVC and TCS coordinated control in a distributed three-electric drive architecture, thereby improving vehicle stability and safety.

[0067] Example 1

[0068] 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:

[0069] Step 101, collecting vehicle control system input signals;

[0070] Step 102, calculating the left and right wheel torque difference, the anti-slip differential torque, the rear axle left wheel anti-slip required torque, and the rear axle right wheel anti-slip required torque based on the control system input signal;

[0071] Step 103, determining a first driving direction for the yaw motion trend of the vehicle based on the left and right wheel torque difference;

[0072] Step 104 , determining a second driving direction for the yaw motion trend of the vehicle based on the anti-slip differential torque;

[0073] Step 105 , formulating a torque distribution strategy according to the first driving direction, the second driving direction, the anti-slip requirement torque of the rear left wheel, and the anti-slip requirement torque of the rear right wheel;

[0074] Step 106 : Control the vehicle using the torque distribution strategy.

[0075] 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.

[0076] 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.

[0077] 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.

[0078] 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.

[0079] 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).

[0080] Steering wheel angle: The angle the driver turns the steering wheel, such as 10 degrees to the left.

[0081] Throttle opening: The degree to which the driver depresses the accelerator, such as 50% (indicating moderate acceleration).

[0082] Motor torque capacity: The maximum torque that the motor can currently output, such as 200Nm.

[0083] 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.

[0084] The embodiment of the present invention can also calculate the left and right wheel torque difference (ΔT_TVC) and the anti-slip differential torque (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.

[0085] 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.

[0086] ΔT_TCS (anti-slip differential torque): 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.

[0087] For example, the left and right wheel torque difference (ΔT_TVC) and the anti-slip differential torque (ΔT_TCS) may be calculated as follows.

[0088] Example scenario: Assume that a distributed drive electric vehicle is making a left turn.

[0089] 1. Calculate ΔT_TVC (left and right wheel torque difference):

[0090] Input signal:

[0091] Steering wheel angle: The driver turned 20 degrees to the left; Vehicle current speed: 10 m / s; Vehicle parameters: Wheelbase, track width, etc.;

[0092] 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).

[0093] 2. Calculate ΔT_TCS (anti-slip differential torque):

[0094] Input signal:

[0095] Left wheel speed: 52 rpm; right wheel speed: 50 rpm; vehicle speed: 10 m / s (calculated by other methods).

[0096] Calculation process:

[0097] 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.

[0098] 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.

[0099] 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).

[0100] The embodiment of the present invention calculates the left and right wheel torque difference and the anti-slip differential torque 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 collaborative control decisions.

[0101] In practical applications, the functions of the rear axle left wheel anti-slip required torque (TTCS_L) and the rear axle right wheel anti-slip required torque (TTCS_R) are as follows:

[0102] Reflecting the TCS's need for independent anti-slip control of the left and right rear wheels: TTCS_L and TTCS_R represent the torque values required to suppress wheel slip, calculated independently by the TCS system based on the slip conditions of the left and right rear wheels (e.g., whether the slip ratio exceeds a threshold, the degree of slip, etc.). This means that TCS can propose different torque control targets based on the different adhesion conditions and slip states of the left and right wheels.

[0103] Providing a basis for subsequent torque coordination and fusion: These two torque demand values are key information provided by the TCS subsystem to the central controller in TVC and TCS coordinated control. The central controller will formulate the final actual output torque (T rear_left and T rear_right ).

[0104] Rear axle left wheel anti-slip torque requirement (T TCS_L ) and the rear axle right wheel anti-slip torque (T TCS_R ) Purpose:

[0105] Ensuring longitudinal stability and safety: TCS's primary goal is to prevent abnormal drive wheel slip during acceleration or driving, thereby maintaining traction and preventing loss of control. By calculating the anti-slip torque requirements for each left and right wheel, TCS enables more precise control of driving force, ensuring sufficient grip in all road conditions.

[0106] Provides a safety margin for TVC yaw control: When performing torque vectoring to generate yaw moment, the longitudinal stability of the vehicle cannot be sacrificed. TCS_L and T TCS_R , TCS can inform the central controller of the maximum torque range that the left and right wheels can safely output, preventing TVC from causing a wheel to exceed the adhesion limit and slip in order to generate yaw torque.

[0107] Achieving conflict-free coordination between TVC and TCS: By understanding the independent torque requirements of the TCS for the left and right wheels, the central controller can more intelligently coordinate the differential torque requirements of TVC with the anti-slip requirements of TCS. For example, if the TCS needs to reduce torque on a certain wheel to prevent slip, the TVC's torque distribution strategy will take this limitation into account, avoiding issuing commands that conflict with the TCS's objectives. This achieves a harmonious integration of the two functions, ensuring both vehicle controllability and safety.

[0108] The embodiment of the present invention can also calculate the anti-skid torque required for the left rear wheel and the anti-skid torque required for the right rear wheel through the control system input signal, for the purpose of:

[0109] Accurately identify the risk of left and right rear wheel slip: By collecting control system input signals such as wheel speed sensors, the speed of the left and right rear axle wheels can be monitored in real time. Combined with vehicle speed information (usually obtained by estimating or directly measuring the speed of non-slip wheels), the controller can calculate the slip rate of the left and right rear wheels. TCS_L and T TCS_R The purpose of the calculation is to quantify the slip degree and trend of the left and right rear wheels respectively.

[0110] Providing independent anti-slip control targets for the left and right rear wheels: Because the road adhesion conditions of the left and right wheels may differ during vehicle operation (for example, one on a dry road and the other on a slippery surface), the slip conditions of the left and right wheels need to be independently determined and controlled. Calculating TTCS_L and TTCS_R enables setting specific, targeted torque limits or adjustment targets for each rear axle wheel to prevent or suppress slip.

[0111] Provide refined input for the coordinated control of TVC and TCS: TCS_L and T TCS_RThis is not only the foundation for TCS's anti-slip control but also a crucial constraint for TVC's yaw moment control. By understanding the anti-slip requirements of the left and right wheels, the coordinated control strategy prevents TVC from issuing torque commands that could cause the wheels to exceed their adhesion limits, thereby achieving safer and more effective vehicle dynamics control.

[0112] For example, the rear axle left wheel anti-slip required torque and the rear axle right wheel anti-slip required torque may be calculated as follows.

[0113] The control system monitors the rotational speed of the left and right rear wheels in real time and, combined with vehicle speed information, calculates the slip rate of each wheel. The slip rate reflects the degree of wheel slip. When the slip rate of a wheel exceeds a preset safety threshold, the TCS system determines that the wheel has slipped.

[0114] To mitigate slip, TCS calculates the amount of torque reduction required for that wheel based on the extent to which the slip ratio exceeds a threshold. This torque reduction directly impacts the driver's torque demand for that wheel. The higher the slip ratio, the greater the required torque reduction.

[0115] Therefore, the rear axle left wheel anti-slip torque (T TCS_L ) is the maximum torque value that TCS calculates based on the slip rate of the left rear wheel to prevent the left rear wheel from slipping. Similarly, the anti-slip torque required for the right wheel of the rear axle (T TCS_R ) is the maximum torque value allowed to be output, calculated by TCS based on the slip rate of the right rear wheel, in order to prevent the right rear wheel from slipping.

[0116] By calculating the anti-skid torque requirement of the left and right rear axle wheels through the control system input signal, the following beneficial effects can be achieved:

[0117] Improves vehicle stability and safety in complex road conditions: By accurately identifying and independently controlling left and right wheel slip, TCS can more promptly and effectively suppress wheel slip, ensuring vehicle stability in complex conditions such as low-adhesion and uneven road surfaces, and reducing the risk of loss of control.

[0118] Optimize vehicle acceleration performance: Refined anti-skid control allows the vehicle to maximize its use of road adhesion for acceleration while ensuring safety, avoiding loss of acceleration performance due to excessive or untimely torque limitation.

[0119] Reduce tire wear and energy loss: Effectively suppressing wheel spin can reduce abnormal tire wear, reduce energy loss caused by slip, and improve vehicle economy.

[0120] Achieve a smoother driving experience: Precise torque control can reduce the abruptness caused by TCS intervention and improve driving smoothness and comfort.

[0121] 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.

[0122] Embodiments of the present invention can also determine a secondary driving direction for the anti-slip control module (TCS) to respond to the vehicle's yaw motion based on the anti-slip differential torque (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.

[0123] The embodiment of the present invention formulates a torque distribution strategy through the first driving direction, the second driving direction, the anti-slip demand torque of the left rear wheel, and the anti-slip demand torque of the right rear wheel to coordinate the control intentions of TVC and TCS to avoid conflicts. At the same time, it can determine how to ultimately distribute the torque outputs of the left and right motors on the rear axle based on the respective adhesion capacity limitations of the left and right rear wheels, thereby achieving the best control effect.

[0124] The 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 embodiments of the present invention can convert the formulated torque distribution scheme into specific control instructions and send them to the drive motor controller, which ultimately adjusts the torque output of the wheels.

[0125] Example 1: The first and second driving directions are the same (both want the vehicle's yaw motion to be to the left)

[0126] Scenario: A vehicle turns left on a dry road and accelerates, but the left rear wheel shows a slight tendency to slip.

[0127] First Drive Direction (TVC): The driver turns the steering wheel sharply to the left. TVC calculates that a large yaw moment is required to help the vehicle turn left quickly. Therefore, it increases torque on the left rear wheel and reduces torque on the right rear wheel. The drive direction is a left turn.

[0128] Secondary Control Steering (TCS): TCS detects that the left rear wheel slip has just exceeded a threshold, indicating a slight tendency toward skidding. Therefore, TCS attempts to slightly reduce torque to the left rear wheel to restore grip. While the goal is to maintain stability, this reduction in torque to the left rear wheel objectively slows the vehicle's tendency to turn left. Therefore, Secondary Control Steering can be understood as a slight resistance to the left turn, or in other words, an attempt to maintain the current trajectory and avoid deviation due to left rear wheel slip.

[0129] Develop torque distribution strategy:

[0130] Analyzing the driving direction: TVC wants a stronger left turn, while TCS wants to prevent the left rear wheel from slipping and slightly resist the left turn. There is a certain conflict between the two directions.

[0131] Considering the anti-slip torque (T TCS_L ): The TCS calculated the upper limit of the safe torque for the left rear wheel to be slightly lower than the torque that TVC wants to apply. There is no risk of the right rear wheel slipping.

[0132] Strategy Development: The controller prioritizes preventing the left rear wheel from slipping, limiting the actual output to the left rear wheel to near TTCS_L, even if this slightly reduces the left-turning effect of TVC. Simultaneously, the torque applied to the right rear wheel is adjusted (reduced) to meet TVC requirements to generate a yaw moment. The result is that the vehicle still turns left, but the magnitude of the left turn may be slightly smaller than when TVC is used alone to ensure stability.

[0133] Example 2: The first driving direction and the second driving direction are opposite (TVC wants the vehicle's yaw motion to be to the left, and TCS wants the vehicle's yaw motion to be to the right)

[0134] Scenario: A vehicle is traveling at high speed on an uneven road. The driver makes a slight left turn, but the right rear wheel loses grip due to the bumps, causing it to slip and drift to the right.

[0135] First Turning Direction (TVC): The driver turns the steering wheel slightly to the left. TVC calculates that a smaller yaw moment is needed to help the vehicle maintain its lane and turn slightly left. The turning direction is left.

[0136] Secondary Drive System (TCS): TCS detects a sharp increase in the right rear wheel slip, indicating severe skidding and a tendency for the vehicle to pull to the right. To correct this, TCS reduces the right rear wheel's drive torque and may even apply some drive torque or braking force to the left rear wheel to generate a corrective torque to turn the vehicle left, offsetting the right deviation. Therefore, secondary drive system corrects the right deviation by generating a left-turning torque.

[0137] Develop torque distribution strategy:

[0138] Analyze the driving direction: TVC wants to turn left, and TCS also needs to generate a torque to turn left to correct the right deviation. The two driving directions are consistent in this case.

[0139] Considering the anti-slip torque (T TCS_R ): TCS calculates that the right rear wheel must significantly reduce torque, and possibly even apply light braking, to regain grip and correct the right deviation. The left rear wheel has good adhesion.

[0140] Strategies: The controller significantly reduces the right rear wheel's drive torque, possibly even applying slight braking, to quickly suppress slip and generate a left-turn torque to correct the right deviation. Simultaneously, the torque applied to the left rear wheel is adjusted (increased) based on the TVC's requirements to enhance the left turn. The result is that the vehicle executes the driver's left turn intention while effectively correcting the right deviation caused by the right rear wheel slip, maintaining driving stability.

[0141] According to an embodiment of the present invention, a control system input signal of a vehicle is collected; a left-right wheel torque difference, an anti-slip differential torque, an anti-slip requirement torque of the left rear wheel, and an anti-slip requirement torque of the right rear wheel are calculated based on the control system input signal; a first driving direction for the yaw motion trend of the vehicle is determined based on the left-right wheel torque difference; a second driving direction for the yaw motion trend of the vehicle is determined based on the anti-slip differential torque; a torque distribution strategy is formulated based on the first driving direction, the second driving direction, the anti-slip requirement torque of the left rear wheel, and the anti-slip requirement torque of the right rear wheel; and the vehicle is controlled based on the torque distribution strategy, thereby ensuring coordination of the control intentions of TVC and TCS to avoid conflicts, and determining how to ultimately distribute the torque outputs of the left and right rear motors according to the respective adhesion capacity limitations of the left and right rear wheels, thereby effectively solving the problems of mutual interference, power loss, and control failure under complex working conditions in the coordinated control of TVC and TCS under a distributed three-electric drive architecture in the prior art, thereby improving the stability and safety of the vehicle.

[0142] 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.

[0143] In an optional embodiment of the present invention, the step of formulating a torque distribution strategy according to the first driving direction, the second driving direction, the rear axle left wheel anti-slip required torque, and the rear axle right wheel anti-slip required torque includes:

[0144] generating a rear axle differential torque vector direction coefficient 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;

[0145] The actual output torque of the rear axle left motor and the actual output torque of the rear axle right motor are calculated based on the rear axle differential torque vector direction coefficient, the rear axle left wheel anti-slip required torque and the rear axle right wheel anti-slip required torque.

[0146] In a specific implementation, the present embodiment can generate a rear axle differential torque vector direction coefficient 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, the purpose of which is to:

[0147] Quantify the degree of conflict or synergy between TVC and TCS's rear axle torque adjustment intentions: By comparing the first driving direction (TVC's yaw demand) and the second driving direction (TCS's stability demand), we can determine whether the two directions tend to align or conflict when adjusting the rear axle left and right wheel torque to achieve their respective goals.

[0148] This directional coefficient serves as a key indicator for subsequent torque allocation decisions. When the two directions align, more aggressive torque adjustments can be made. When the two directions differ, more careful trade-offs and prioritization are required.

[0149] For example, the rear axle differential torque vector direction coefficient can be calculated using the following formula 1.

[0150] Formula 1: λ=sign(ΔT TVC ΔT TCS )

[0151] λ: rear axle differential torque vector coefficient; ΔTTVC: left and right wheel torque difference; ΔTTCS: anti-slip differential torque;

[0152] When λ=1, the first driving direction and the second driving direction are in the same direction;

[0153] When λ=-1, the first driving direction and the second driving direction are opposite to each other.

[0154] In an embodiment of the present invention, based on the first driving direction and the second driving direction, a rear axle differential torque vector direction coefficient is generated for determining whether the first driving direction and the second driving direction are the same or opposite, which can achieve the following beneficial effects:

[0155] Achieve smarter conflict management: Clearly identify conflicting control intentions between TVC and TCS, avoiding control failure or performance degradation that may result from simplistic priority division.

[0156] Improve the flexibility and adaptability of control strategies: Different torque distribution strategies can be adopted for different conflict / cooperation situations, so that the control system can better adapt to various complex driving scenarios.

[0157] This lays the foundation for subsequent refined torque calculations: Through this directional coefficient, the requirements of TVC and TCS can be integrated into the calculation of the actual output torque of the left and right motors on the rear axle in a more structured manner.

[0158] In the embodiment of the present invention, the actual output torque of the left rear axle motor and the actual output torque of the right rear axle motor can be calculated based on the rear axle differential torque vector direction coefficient, the rear axle left wheel anti-slip required torque, and the rear axle right wheel anti-slip required torque. The purpose is to:

[0159] Integrating the control requirements of TVC and TCS: Using the rear axle differential torque vector directional coefficient as the adjustment factor, combined with the respective torque adjustment requirements of TVC and TCS for the left and right wheels of the rear axle (reflected in the anti-slip demand torque), the actual torque command to be applied to the left and right motors of the rear axle is calculated.

[0160] Ensure anti-skid performance as the safety bottom line: the rear axle left wheel anti-skid torque (T TCS_L ) and the rear axle right wheel anti-slip torque (T TCS_R ) represents the TCS's safety torque limits for the left and right wheels. When calculating the actual output torque, it is necessary to ensure that the final torque does not exceed these safety limits to prevent wheel slip.

[0161] Optimize yaw control performance: While meeting anti-skid requirements, maximize the left-right wheel torque difference required for TVC to achieve the desired yaw control effect.

[0162] By calculating the actual output torque of the rear axle left motor and the actual output torque of the rear axle right motor based on the rear axle differential torque vector direction coefficient, the rear axle left wheel anti-slip required torque, and the rear axle right wheel anti-slip required torque, the following beneficial effects can be achieved:

[0163] Achieve seamless coordination between TVC and TCS: Through the joint action of directional coefficient and anti-slip demand torque, TVC and TCS can be organically combined to maximize their respective functions while ensuring safety.

[0164] Improve vehicle handling stability and safety: It can provide good yaw control performance in various driving scenarios and effectively prevent wheel slip, thereby improving the overall handling stability and safety of the vehicle.

[0165] Achieve refined torque distribution: Able to perform refined torque distribution based on the relative intentions of TVC and TCS and the respective states of the left and right wheels, avoiding a one-size-fits-all control strategy and improving control efficiency and driving experience.

[0166] In an optional embodiment of the present invention, the step of calculating the actual output torque of the rear axle left motor and the actual output torque of the rear axle right motor based on the rear axle differential torque vector direction coefficient, the rear axle left wheel anti-slip required torque, and the rear axle right wheel anti-slip required torque includes:

[0167] When it is determined by the rear axle differential torque vector direction coefficient that the first driving direction and the second driving direction are the same, the TVC desired left wheel torque is determined, and the minimum torque limit T of the TCS decision is determined by the rear axle left wheel anti-slip demand torque and the rear axle right wheel anti-slip demand torque. TCS_min ;

[0168] Determine the maximum value of the TVC desired left wheel torque and the minimum torque limit TTCS_min determined by the TCS as the actual output torque of the rear axle left motor;

[0169] The sum of the actual output torque of the rear axle left motor and the left and right wheel torque difference is determined as the actual output torque of the rear axle right motor.

[0170] T TCS_min Represents the minimum torque limit imposed by TCS on the wheel on the slipping side in order to suppress slip. This minimum value can be based on T TCS_L and T TCS_R These two separate left and right wheel anti-slip torque requirements are calculated. For example, T TCS_min Maybe T TCS_L and T TCS_R or a limit value determined dynamically according to the slip situation.

[0171] For example, the desired left wheel torque can be determined as follows: assuming the driver is turning the steering wheel at a certain speed and wants the vehicle to turn left, the vehicle's control system receives the steering wheel angle signal and knows the vehicle's current speed.

[0172] The TVC control module has a pre-set vehicle steering characteristic model. Based on the steering wheel angle and vehicle speed, this model calculates the specific yaw torque required to smoothly turn the vehicle to the left.

[0173] To generate this yaw moment, TVC needs to adjust the driving torque of the left and right wheels. Generally speaking, to help turn left, TVC tends to make the left wheel output a greater driving torque than the right wheel.

[0174] Expected left wheel torque T TVC_left The TVC module determines the driving torque value that the left wheel should output based on the calculated ideal yaw moment and other parameters such as the vehicle's wheelbase. This value will be higher than the torque that the left wheel should output when driving in a straight line or without yaw control.

[0175] For example, if TVC calculates that an additional torque is needed to assist in turning left, it may decide to add a portion of the torque to the current left wheel driving torque. The added torque value is T TVC_left The specific value of the increase will be determined by the steering angle, vehicle speed and TVC control strategy.

[0176] In simple terms, T TVC_left It is the desired driving torque value for the left rear wheel calculated by TVC based on the vehicle status in order to realize the driver's intention to turn left. This value usually increases the output of the left rear wheel relative to normal driving.

[0177] The logic of turning right is similar to that of turning left, except that the direction of torque adjustment is opposite. TVC_left It is the desired driving torque value for the left rear wheel calculated by TVC based on the vehicle status in order to realize the driver's intention to turn right. This value usually reduces the output of the left rear wheel relative to normal driving, so as to generate a rightward yaw moment together with the increased right rear wheel torque.

[0178] For example, the actual output torque of the rear axle left motor and the actual output torque of the rear axle right motor can be calculated by the following formula 2.

[0179] Formula 2:

[0180] When λ = 1, the TVC and TCS differential torques are in the same direction;

[0181] Meaning: This line is a conditional judgment. λ is the rear axle differential torque vector direction coefficient. When λ = 1, it means that the direction of the left and right wheel torque difference required by TVC (torque vectoring control) to achieve yaw control is the same as the direction of the left and right wheel torque difference required by TCS (drive anti-skid system) to achieve anti-skid control.

[0182] Purpose: To determine whether TVC and TCS are aligned in their direction when adjusting rear axle torque to achieve their respective targets. This provides a basis for subsequent adoption of different torque distribution strategies. If aligned, they can work more effectively together to enhance control effectiveness.

[0183] Beneficial effects: Different control strategies can be adopted according to the degree of coordination between TVC and TCS to avoid conflicts, more effectively utilize the control capabilities of both, and improve vehicle handling and stability.

[0184] T rear_left =max(T TCS_min ,T TVC_left )

[0185] Meaning: This line calculates the actual output torque of the rear axle left motor (T rear_left ). It takes the minimum torque limit (T TCS_min ) and TVC expected left wheel torque (T TVC_left ) and assign the result to T rear_left .

[0186] Purpose:

[0187] Guaranteed anti-slip performance: T TCS_min This is the minimum allowable torque set by the TCS to prevent the left rear wheel from slipping. By using the max() function, the actual output torque of the left rear wheel is guaranteed not to fall below this minimum value, thus ensuring basic anti-skid performance.

[0188] Satisfy TVC's yaw control requirements as much as possible: If TVC's desired left wheel torque (TTVC_left) is greater than TTCS_min, TVC's requirements will be prioritized to achieve better yaw control.

[0189] Beneficial effect: In TVC and TCS control Figure 1 Under the condition of unevenness, it can not only ensure the vehicle's driving anti-skid ability, but also meet the needs of yaw control as much as possible, so as to achieve a balance between controllability and safety.

[0190] T rear_right =T rear_left +ΔT TVC

[0191] Meaning: This line calculates the actual output torque of the rear axle right motor (Trear_right ). It converts the actual output torque of the left motor (T rear_left ) plus the torque difference between the left and right wheels (ΔT TVC ) and assign the result to T rear_right .

[0192] Purpose:

[0193] Yaw moment requirement to achieve TVC: ΔT TVC The torque difference between the left and right wheels required for TVC to generate the desired yaw moment is added to the actual output of the left wheel, creating the required torque difference between the left and right wheels, thus achieving yaw control.

[0194] Maintaining the rationality of the total driving torque: When adjusting the left and right wheel torques to achieve yaw control, the overall driving force of the vehicle must also be considered. This formula implicitly adds ΔT to the left wheel torque. TVC To adjust the right wheel torque to generate yaw moment.

[0195] Beneficial Effects: By precisely controlling the torque differential between the left and right wheels while ensuring anti-slip, TVC controls the vehicle's yaw motion, improving steering performance and cornering stability. Because TVC and TCS control in the same direction, this combined approach often enhances control effectiveness.

[0196] Among them, T TCS_min The minimum torque for TCS decision.

[0197] In an optional embodiment of the present invention, the step of calculating the actual output torque of the rear axle left motor and the actual output torque of the rear axle right motor based on the rear axle differential torque vector direction coefficient, the rear axle left wheel anti-slip required torque, and the rear axle right wheel anti-slip required torque includes:

[0198] When it is determined by the rear axle differential torque vector direction coefficient that the first driving direction and the second driving direction are opposite, determining a desired left wheel torque, and determining a minimum torque limit for the decision by the rear axle left wheel anti-slip demand torque and the rear axle right wheel anti-slip demand torque;

[0199] determining a maximum value between the desired left wheel torque and the determined minimum torque limit as the actual output torque of the rear axle left motor;

[0200] Determining a directional weight function using the rear axle differential torque vector directional coefficient;

[0201] The product of the left and right wheel torque difference and the directional weight function is calculated, and the sum of the product and the actual output torque of the rear axle left motor is determined as the actual output torque of the rear axle right motor.

[0202] For example, the actual output torque of the rear axle left motor and the actual output torque of the rear axle right motor can be calculated by the following formula 3.

[0203] Formula 3:

[0204] When λ=-1, the two are reversed.

[0205] Meaning: This is a conditional judgment. When the rear axle differential torque vectoring coefficient (λ) is -1, the direction of the left and right wheel torque difference required by TVC (Torque Vectoring Control) to achieve yaw control is opposite to the direction of the left and right wheel torque difference required by TCS (Traffic Control System) to achieve anti-skid control.

[0206] Purpose: To identify situations where the control intentions of TVC and TCS conflict. In such cases, a more cautious strategy is needed to balance the needs of yaw control and anti-skid control to avoid canceling each other out or causing undesirable vehicle behavior.

[0207] Beneficial effect: A specific torque distribution strategy can be adopted to address the conflicting control intentions of TVC and TCS, avoiding control failure caused by simple superposition and ensuring the stability and safety of the vehicle under extreme working conditions.

[0208] The torque distribution rule is selected based on the value and the rear axle torque is calculated by the following formula:

[0209] Meaning: Indicates that under the condition of λ = -1, a specific torque distribution rule will be adopted, and the following formula will be used to calculate the actual output torque of the left and right motors on the rear axle.

[0210] Purpose: To emphasize that when TVC and TCS control intentions are opposite, a clear strategy is needed to coordinate the needs of the two. This strategy will be implemented through the subsequent formula.

[0211] Beneficial effect: Ensures that when there is a control conflict, the system can distribute torque according to preset reasonable rules rather than responding randomly, thereby improving the predictability and reliability of control.

[0212] T rear_left =max(T TCS_min ,T TVC_left )

[0213] Meaning: Calculate the actual output torque of the rear axle left motor (T rear_left ). It takes the minimum torque limit (T TCS_min ) and TVC expected left wheel torque (T TVC_left ) and assign the result to T rear_left .

[0214] Purpose:

[0215] Ensure the anti-skid performance of the left rear wheel: Even if the control intention of TVC is opposite to that of TCS, T TCS_min It also ensures that the driving torque of the left rear wheel will not fall below the safety lower limit to prevent slipping.

[0216] Satisfy TVC's demand for the left wheel as much as possible: If the left wheel torque expected by TVC is higher than the minimum limit of TCS, give priority to TVC's demand to achieve a certain yaw control effect.

[0217] Beneficial effect: When controlling conflicts, priority is given to ensuring the anti-skid ability of key wheels, while responding to the driver's steering intention as much as possible within a safe range to maintain a certain degree of controllability.

[0218] T rear_right =T rear_left +ΔT TVC f(λ)

[0219] Meaning: Calculate the actual output torque of the rear axle right motor (T rear_right ) It takes the actual output torque of the left motor (T rear_left ) plus the torque difference between the left and right wheels (ΔT TVC ) multiplied by the directional weight function (f(λ)).

[0220] Purpose:

[0221] Coordinate conflicting control intentions: Since TVC and TCS have opposite control directions, directly superimpose ΔT TVC This can lead to undesirable consequences. The directional weighting function f(λ) is introduced to adjust the effect of ΔTTVC on the right wheel torque based on the degree of conflict (as well as other factors such as vehicle speed and road adhesion), thereby reducing the negative impact of the conflict. Typically, f(λ) weakens the effect of ΔTTVC in this situation.

[0222] Under the premise of anti-skid priority, try to achieve partial yaw control: by adjusting ΔT TVC The weight can be used to apply a torque difference that is beneficial to yaw control as much as possible while ensuring basic anti-skid performance.

[0223] Beneficial Effect: When TVC and TCS control intentions conflict, the system intelligently balances their needs, avoiding the complete loss of yaw control capability due to forced TCS intervention or vehicle instability caused by forced TVC execution. Dynamic adjustment of f(λ) enables smoother and safer vehicle control.

[0224] Among them, f(λ) is the directional weight function, which can be adaptively adjusted according to the vehicle speed and road adhesion coefficient.

[0225] Example scenario: The vehicle is turning at low speed on a slippery road. The TVC wants to turn left, but the TCS detects a slight slip tendency of the right rear wheel (λ = -1, in the opposite direction).

[0226] Initial state: Vehicle speed: 30 km / h (low); Road adhesion coefficient (estimated): 0.4 (low, indicating slippery); λ = -1 (TVC's left turn request is opposite to TCS's request to reduce torque on the right rear wheel)

[0227] Adjustment of direction weight function:

[0228] At these low speeds and on slippery roads, vehicle stability is crucial. Even a slight slip can cause the vehicle to lose control. Therefore, TCS should be given a relatively high priority, and TVC's yaw control needs to be moderately reduced to ensure safety.

[0229] The directional weight function f(λ) is adaptively adjusted to a smaller value (for example, from the default value 1 to 0.3) based on the low vehicle speed and low adhesion coefficient. This means that ΔT TVC T rear_right The impact will be weakened.

[0230] Torque calculation:

[0231] T rear_left =max(T TCS_min ,T TVC_left )(Calculation method remains unchanged)

[0232] T rear_right =T rear_lef t+ΔT TVC f(λ)=T rear_left +ΔT TVC 0.3

[0233] Control effect:

[0234] Due to the smaller value of f(λ), ΔTTVC reduces the magnitude of the torque adjustment to the right rear wheel. This means that while TVC still attempts to assist with left turns by using the torque difference between the left and right wheels, the torque to the right rear wheel is not reduced as drastically as it would on dry roads, reducing the risk of vehicle instability due to right rear wheel slip. TCS is able to more effectively suppress right rear wheel slip.

[0235] Example comparison: Vehicle turning at high speed on dry road (same TVC and TCS requirements with opposite directions)

[0236] Status changes:

[0237] Vehicle speed: 80 km / h (high speed); Road adhesion coefficient (estimated): 0.8 (high, indicating dryness); λ = -1 (TVC's left turn demand is opposite to TCS's demand to reduce torque on the right rear wheel);

[0238] Adjustment of direction weight function:

[0239] At high speeds and on dry roads, the vehicle's adhesion is higher, allowing for greater lateral force. At the same time, high-speed driving demands higher controllability. Therefore, TVC control authority can be appropriately increased to improve cornering performance.

[0240] The directional weight function f(λ) is adaptively adjusted to a relatively large value (for example, from the default value of 1 to 0.7) based on high vehicle speed and high adhesion coefficient. This means that the influence of ΔTTVC on Trear_right is enhanced.

[0241] Torque calculation:

[0242] T rear_left =max(T TCS_min ,T TVC _left)(calculation method remains unchanged)

[0243] T rear_right =T rear_left +ΔT TVC f(λ)=T rear_left +ΔT TVC 0.7

[0244] Control effect:

[0245] Since the value of f(λ) is large, ΔT TVC The adjustment range of the torque to the right rear wheel is increased. This means that TVC can more actively adjust the torque difference between the left and right wheels, helping the vehicle to achieve better left turns. Although TCS still limits the torque to the right rear wheel to prevent slip, TVC has greater freedom in yaw control.

[0246] From the above examples, we can see that f(λ) is not a fixed constant, but will be adaptively adjusted according to key driving conditions such as vehicle speed and road adhesion coefficient.

[0247] At low speeds and low adhesion coefficients, the value of f(λ) decreases: reducing the influence of TVC in controlling conflicts and prioritizing vehicle stability and safety.

[0248] At high speeds and high adhesion coefficients, the value of f(λ) increases: This enhances TVC's influence in conflict control, more proactively meets the driver's control needs while ensuring safety, and improves the vehicle's cornering performance.

[0249] This adaptive adjustment enables the collaborative control strategy of TVC and TCS to better adapt to different driving environments and working conditions, achieving a better balance between safety and controllability.

[0250] Tfront_req (front axle torque requirement) is derived similarly to the rear axle torque requirement. It is also based on the vehicle's control system input signal and the vehicle's overall power demand. Although the specific calculation method varies depending on the vehicle design and control strategy, it generally considers the following key factors:

[0251] 1. Throttle opening: The throttle opening directly reflects the driver's demand for total drive torque. The control system calculates the total desired drive torque based on the throttle opening signal and other information such as the vehicle's current speed.

[0252] 2. Drive mode and energy management strategy: A vehicle may have different drive modes (e.g., economy mode, sport mode, etc.), which affect the torque distribution ratio between the front and rear axles. In addition, the energy recovery strategy may also affect the torque output demand of the motor.

[0253] 3. Front and rear axle torque distribution strategy: The vehicle's control system presets or calculates in real time an ideal front and rear axle torque distribution ratio based on the vehicle's driving state (e.g., acceleration, constant speed, braking, cornering, etc.) and the driving characteristics of the front and rear axles. This ratio is designed to optimize vehicle power, economy, and stability.

[0254] 4. Vehicle driving status:

[0255] Vehicle speed: affects the amount of torque required for driving.

[0256] Acceleration demand: The higher the degree of acceleration desired by the driver, the greater the drive torque required.

[0257] Road grade (if available): Driving uphill requires additional drive torque.

[0258] 5. Rear axle torque output (indirect effect): In some more advanced control strategies, the front axle torque demand may be dynamically adjusted based on the actual output of the rear axle to maintain the desired total drive torque or optimize energy efficiency. For example, the following formula 4 reflects this indirect effect.

[0259] For example, the front axle compensation torque can be calculated using Formula 4.

[0260] Formula 4:

[0261] T front_comp =(T front_req -T rear_left +T rear_right ))·Kcomp

[0262] This formula is used to calculate the compensation torque of the front axle (T front_comp ). It does this by:

[0263] Calculate the desired front axle torque (T front_req ) and an approximate value based on the actual output torque of the rear axle (T rear_left -T rear_right ), the design idea of Formula 4 is to consider the impact of the torque difference between the left and right wheels on the overall driving force. To understand more intuitively, if the rear axle generates a net driving force (T rear_left +T rear_right ), the front axle compensation is based on the comparison of the desired front axle torque and the actual rear axle output. The subtraction in Equation 4 is written to account for the effect of differential torque.

[0264] This difference is multiplied by a compensation coefficient (Kcomp). Kcomp is a scaling factor that adjusts the strength of the compensation.

[0265] The goal is to maintain balance and consistency in the vehicle's drive torque. In a distributed drive system, the rear axle may dynamically adjust the output of the left and right wheels to achieve yaw control (through the left and right wheel torque difference) and anti-slip control (through torque limitation). This adjustment may cause changes in the vehicle's total drive torque, affecting driving smoothness. The purpose of front axle compensation is to offset or partially offset the impact of dynamic changes in rear axle torque by adjusting the front axle output torque, maintaining a smooth output of the vehicle's drive force, avoiding torque jumps, and ensuring consistency during acceleration or deceleration.

[0266] The compensation factor (Kcomp) can also be used to optimize energy recovery strategies: During energy recovery, torque adjustments to the rear axle can also affect energy recovery efficiency. Front axle compensation can coordinate energy recovery between the front and rear axles, making energy recovery more efficient and stable for the entire system.

[0267] Improve vehicle handling feel: By reducing the torque mismatch between the front and rear axles caused by rear axle control, the driver's predictability and sense of control over the vehicle's acceleration and braking behavior can be improved, thereby improving the overall handling feel.

[0268] In an embodiment of the present invention, the following beneficial effects can be achieved by determining the required torque of the front axle; determining the sum of the actual output torque of the left rear axle motor and the actual output torque of the right rear axle motor as the total rear axle torque; and calculating the front axle compensation torque using the required front axle torque, the total rear axle torque, and a preset compensation coefficient.

[0269] Improve driving smoothness: By compensating for the impact of dynamic changes in rear axle torque on the vehicle's driving force, it reduces the sense of frustration during acceleration or deceleration and improves driving comfort.

[0270] Enhance vehicle stability: Especially in complex working conditions, the coordination of front and rear axle driving forces can improve the overall stability of the vehicle and avoid accidents caused by improper torque distribution.

[0271] Optimizing energy efficiency: Coordinating energy recovery between the front and rear axles can improve energy recovery efficiency and extend the vehicle's range.

[0272] Improving the performance of intelligent driving systems: For intelligent driving systems that rely on smooth and predictable driving force (such as ACC, lane keeping, etc.), front axle compensation can provide a more stable and reliable power output foundation, improving the system's control accuracy and user experience.

[0273] In summary, the purpose of front axle compensation is to compensate for the impact that the rear axle may have on the driving force balance of the vehicle when performing TVC and TCS functions, and to achieve smoother, more stable and more efficient vehicle driving by dynamically adjusting the torque output of the front axle.

[0274] In an optional embodiment of the present invention, it further includes:

[0275] When it is determined that the vehicle is in a charging state by using the total torque of the rear axle, determining the actual output torque of the front axle motor;

[0276] When the sum of the actual output torque of the front axle motor and the total torque of the rear axle is greater than or equal to the maximum energy recovery torque of the preset electric drive system, the charging state is maintained.

[0277] Energy recovery constraint mechanism: When the total torque on the rear axle is T rear_sum =T rear_left +T rear_right When it is a negative value, it means that the rear axle motor is generating negative torque, that is, it is in the energy recovery state, converting the vehicle's kinetic energy into electrical energy and feeding it back to the battery. The front axle compensation torque needs to meet the following conditions of Formula 5:

[0278] Formula 5: T front +T rear_sum ≥-T regen_max

[0279] T front : Actual output torque of the front axle motor.

[0280] Source: This is the actual torque output by the front axle motor at the current moment. Its specific value is determined by the front axle control strategy, which takes into account factors such as the driver's throttle / brake demand, the vehicle's overall drive / braking demand distribution, and any energy recovery requirements. In energy recovery mode, Tfront can be positive (providing drive), zero (providing no drive and no energy recovery), or negative (providing energy recovery).

[0281] T regen_max : Maximum energy recovery torque of the electric drive system.

[0282] Source: This is a positive constant determined by the hardware limitations of the vehicle's electric drive system. It represents the torque corresponding to the maximum energy recovery power that the entire electric drive system (typically including the motor, inverter, and battery) can safely withstand. This value is determined during the vehicle design and calibration phases.

[0283] -T regen_max : The direction of energy recovery is opposite to the driving direction, so the torque is negative. This inequality means that the absolute value of the sum of the energy recovery torques generated by the front and rear axles (both negative) cannot exceed the maximum energy recovery capacity of the electric drive system.

[0284] Formula 5 specifies the torque T output on the front axle in energy recovery mode. front and the total torque T output from the rear axle rear_sum The sum of the two must be greater than or equal to the negative maximum energy recovery torque of the electric drive system -T regen_max This means that the absolute value of the total energy recovery torque of the entire electric drive system (front axle + rear axle) cannot exceed the system's maximum energy recovery capacity T regen_max .

[0285] The main purpose of this formula is to protect the electric drive system and prevent the energy recovery power from being too large and exceeding the system's tolerance. If the energy recovery power is too large, it may cause damage to the motor, inverter or battery.

[0286] Formula 5 is a safety constraint in energy recovery mode. It ensures that the energy recovery power generated by the front and rear axles does not exceed the maximum capacity of the electric drive system, thereby protecting the safe operation of the system hardware.

[0287] In an optional embodiment of the present invention, it further includes:

[0288] When the sum of the actual output torque of the front axle motor and the total torque of the rear axle is less than the preset maximum energy recovery torque of the electric drive system, the target actual output torque of the front axle motor is determined based on the maximum energy recovery torque and the total torque of the rear axle.

[0289] For example, when Formula 5 does not hold, that is, T front +T rear_sum <-T regen_max ;

[0290] The actual output torque of the target front axle motor is determined by formula 6;

[0291] Formula 6: T front =-T regen_max -T rear_sum

[0292] Formula 5 is a safety boundary that specifies the upper limit (absolute value) of the total energy recovery torque of the front and rear axles. In energy recovery mode, if T front +T rear_sum <-T regen_max Indicates that the energy recovery demand exceeds the safety limit. At this time, the target front axle motor actual output torque T is calculated by formula 6. front , the front axle torque is forced to set the target front axle motor actual output torque T front To ensure that the total energy recovery power does not exceed -T regen_max .

[0293] Example 2

[0294] In order to enable those skilled in the art to better understand the embodiments of the present invention, an example is used below to illustrate the embodiments of the present invention.

[0295] 1) System architecture and hardware configuration:

[0296] The embodiment of the present invention is applicable to a distributed three-electric drive vehicle (single motor on the front axle + dual independent motors on the rear axle). Its hardware architecture includes:

[0297] a) Powertrain: The front axle is driven by a single electric motor, and the left and right wheels of the rear axle are driven by two independent electric motors, each connected to the wheels through a speed reducer.

[0298] b) Sensing system: wheel speed sensor, steering wheel angle sensor, yaw rate sensor, longitudinal / lateral acceleration sensor, motor torque / speed sensor;

[0299] c) Control system: central controller (integrated TVC and TCS algorithm modules), front axle motor controller, rear axle left and right motor controllers, and energy management system (EMS).

[0300] refer to Figure 3 , Figure 3 is a structural diagram of a vehicle control device provided in an embodiment of the present application;

[0301] 2) Collaborative control core logic:

[0302] Based on the dynamic torque coupling characteristics of TVC and TCS, this paper proposes a hierarchical-fusion control framework:

[0303] Upper decision-making layer: Generates the expected yaw moment (TVC requirement) and total driving torque requirement through the driver intention analysis module (accelerator pedal opening, steering wheel angle); calculates the TCS torque reduction threshold through the road state estimation module (based on wheel speed difference and slip ratio).

[0304] Middle-layer distribution layer: Builds a differential torque vectoring synthesis model, dynamically determines the direction relationship (same direction / opposite direction) between the TVC and TCS differential torques, and distributes rear axle torque according to the following rules:

[0305] a) Rule 1: When the TCS torque differential direction is consistent with the TVC requirement, the torque of the non-slip side motor is further adjusted to meet the TVC differential requirement based on the TCS torque reduction amount. At the same time, the front axle motor compensates for the total torque loss on the rear axle.

[0306] b) Rule 2: When the torque difference between the two conflicts, TCS torque reduction is executed first. Based on the minimum torque of the wheel on the slipping side, additional torque reduction is applied to the wheel on the non-slipping side to partially meet the TVC requirement. The front axle motor compensates for the rear axle torque loss.

[0307] The underlying execution layer implements dynamic torque distribution between the front and rear axles through the motor controller and introduces an energy recovery boundary constraint algorithm to ensure that the total drive torque meets the following requirements:

[0308]

[0309] Among them, T regen_max It provides the maximum energy recovery torque for the electric drive system and avoids overloading of the power system.

[0310] 3) Key algorithm implementation:

[0311] 3.1) Differential torque vectoring synthesis model

[0312] Define the rear axle differential torque vector direction coefficient λ:

[0313] λ=sign(ΔT TVC ΔT TCS )

[0314] When λ = 1, the TVC and TCS differential torques are in the same direction;

[0315] T rear_left =max(T TCS_min ,T TVC_left )

[0316] T rear_right =T rear_left +ΔT TVC

[0317] Among them, T TCS_min The minimum torque for TCS decision.

[0318] When λ=-1, the two are reversed.

[0319] The torque distribution rule is selected based on the lambda value, and the rear axle torque is calculated using the following formula:

[0320] T rear_left =max(T TCS_min ,T TVC_left )

[0321] T rear_right =T rear_left +ΔT TVC f(λ)

[0322] Among them, f(λ) is the directional weight function, which is adaptively adjusted according to the vehicle speed and road adhesion coefficient.

[0323] 3.2) Front axle dynamic compensation algorithm:

[0324] Front axle compensation torque T front_comp Determined by the total torque loss at the rear axle:

[0325] T front_comp =(T rear_req -(T rear_left +T rear_right ))·K comp

[0326] Among them, T rear_req is the total rear axle torque required by the driver, K comp It is the dynamic compensation coefficient (adaptively adjusted according to vehicle speed and road adhesion coefficient).

[0327] 4) Energy recovery constraint mechanism:

[0328] When the total torque on the rear axle is T rear_sum =T rear_left +T rear_right When it is a negative value (energy recovery mode), the front axle compensation torque must meet the following requirements:

[0329] T front +T rear_sum ≥-T regen_max

[0330] If this limit is exceeded, the front axle torque output is forced to be limited to:

[0331] T front =-T regen_max -T rear_sum

[0332] The present application also provides a garage control device 80, please refer to Figure 3 , Figure 3 : is a structural diagram of a vehicle control device provided in an embodiment of the present application, the device comprising:

[0333] The control system input signal acquisition module 810 is used to acquire the vehicle's control system input signal;

[0334] The left and right wheel torque difference and anti-slip torque reduction calculation module 820 is used to calculate the left and right wheel torque difference, anti-slip differential torque, rear axle left wheel anti-slip required torque and rear axle right wheel anti-slip required torque based on the control system input signal;

[0335] 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;

[0336] A second driving direction determining module 840 is configured to determine a second driving direction for the yaw motion trend of the vehicle based on the anti-slip differential torque;

[0337] a torque distribution strategy formulation module 850 for formulating a torque distribution strategy according to the first driving direction, the second driving direction, the rear axle left wheel anti-slip required torque, and the rear axle right wheel anti-slip required torque;

[0338] The vehicle control module 860 is configured to control the vehicle using the torque distribution strategy.

[0339] The present application also provides an electronic device 90, please refer to Figure 4 , 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.

[0340] 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.

[0341] In this application, a plurality refers to two or more.

[0342] 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.

[0343] 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.

[0344] 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.

[0345] 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.

[0346] 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, anti-slip differential torque, rear axle left wheel anti-slip required torque and rear axle right wheel anti-slip required torque 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 limited-slip differential torque; Formulate a torque distribution strategy based on the first driving direction, the second driving direction, the anti-slip requirement torque of the left rear wheel, and the anti-slip requirement torque of the right rear wheel; 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 according to the first driving direction, the second driving direction, the anti-slip requirement torque of the rear left wheel, and the anti-slip requirement torque of the rear right wheel comprises: generating a rear axle differential torque vector direction coefficient 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; The actual output torque of the rear axle left motor and the actual output torque of the rear axle right motor are calculated based on the rear axle differential torque vector direction coefficient, the rear axle left wheel anti-slip required torque and the rear axle right wheel anti-slip required torque.

3. The method according to claim 2, characterized in that The step of calculating the actual output torque of the rear axle left motor and the actual output torque of the rear axle right motor based on the rear axle differential torque vector direction coefficient, the rear axle left wheel anti-slip required torque, and the rear axle right wheel anti-slip required torque includes: When it is determined by the rear axle differential torque vector direction coefficient that the first driving direction and the second driving direction are the same, determining a desired left wheel torque, and determining a minimum torque limit for the decision by the rear axle left wheel anti-slip demand torque and the rear axle right wheel anti-slip demand torque; determining a maximum value between the desired left wheel torque and the determined minimum torque limit as the actual output torque of the rear axle left motor; The sum of the actual output torque of the rear axle left motor and the left and right wheel torque difference is determined as the actual output torque of the rear axle right motor.

4. The method according to claim 2, characterized in that The step of calculating the actual output torque of the rear axle left motor and the actual output torque of the rear axle right motor based on the rear axle differential torque vector direction coefficient, the rear axle left wheel anti-slip required torque, and the rear axle right wheel anti-slip required torque includes: When it is determined by the rear axle differential torque vector direction coefficient that the first driving direction and the second driving direction are opposite, determining a desired left wheel torque, and determining a minimum torque limit for the decision by the rear axle left wheel anti-slip demand torque and the rear axle right wheel anti-slip demand torque; determining a maximum value between the desired left wheel torque and the determined minimum torque limit as the actual output torque of the rear axle left motor; Determining a directional weight function using the rear axle differential torque vector directional coefficient; The product of the left and right wheel torque difference and the directional weight function is calculated, and the sum of the product and the actual output torque of the rear axle left motor is determined as the actual output torque of the rear axle right motor.

5. The method according to claim 3 or 4, characterized in that Also includes: Determine the required torque on the front axle; The sum of the actual output torque of the left rear axle motor and the actual output torque of the right rear axle motor is determined as the total torque of the rear axle; The front axle compensation torque is calculated using the front axle required torque, the rear axle total torque, and a preset compensation coefficient.

6. The method according to claim 5, characterized in that Also includes: When it is determined that the vehicle is in a charging state by using the total torque of the rear axle, determining the actual output torque of the front axle motor; When the sum of the actual output torque of the front axle motor and the total torque of the rear axle is greater than or equal to the maximum energy recovery torque of the preset electric drive system, the charging state is maintained.

7. The method according to claim 6, characterized in that Also includes: When the sum of the actual output torque of the front axle motor and the total torque of the rear axle is less than the preset maximum energy recovery torque of the electric drive system, the target actual output torque of the front axle motor is determined based on the maximum energy recovery torque and the total torque of the rear axle.

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 reduction calculation module, configured to calculate the left-right wheel torque difference, anti-slip differential torque, rear axle left wheel anti-slip required torque, and rear axle right wheel anti-slip required torque 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 a yaw motion tendency of the vehicle based on the anti-slip differential torque; a torque distribution strategy formulation module, configured to formulate a torque distribution strategy according to the first driving direction, the second driving direction, the anti-slip requirement torque of the rear axle left wheel, and the anti-slip requirement torque of the rear axle right wheel; 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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