Vehicle control method and device and vehicle

Abstract

The invention provides a vehicle control method and device and a vehicle, and the method relates to the technical field of vehicle control, and comprises the following steps: obtaining the current speed and acceleration of the vehicle; determining the current state of the vehicle based on the current vehicle speed and acceleration; based on the current state, a control strategy of a torque vector monitoring function of the vehicle is determined, the control strategy comprises the steps that the torque vector monitoring function of the vehicle is controlled to be activated or inactivated, and the torque vector control function is used for determining front and rear axle torque distribution coefficients of the vehicle; based on the control strategy, a torque vector monitoring function is controlled. According to the method, the activation or deactivation of the torque vector monitoring function can be reasonably controlled, and the influence of the torque vector monitoring function on the controllability of the vehicle is reduced, so that the safety of the vehicle is improved.

Description

Technical Field

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

[0002] Due to factors such as the difference in inner and outer wheel radii, the vehicle's forward inertia, and the friction coefficient between the wheels and the road, a vehicle will experience a certain degree of turning bias during cornering, which can affect vehicle handling. Torque vectoring is typically used to address this issue. When activated, the front and rear axle torque distribution ratio is output to the vehicle controller for distribution. This dynamically adjusts the front and rear axle torque distribution ratio to adjust vehicle posture. The torque vectoring function is also monitored for safety via a torque vectoring monitoring function.

[0003] However, activating the torque vectoring monitoring function in non-essential scenarios to monitor the torque vectoring control function may affect vehicle handling and thus vehicle safety; therefore, how to reasonably control the torque vectoring monitoring function to improve vehicle safety is a technical problem that needs to be solved at present. Summary of the Invention

[0004] The present application provides a vehicle control method, a control device, and a vehicle. The method reasonably controls the activation or deactivation of the torque vectoring monitoring function according to the current state of the vehicle, reduces the impact of the torque vectoring monitoring function on the vehicle's controllability, and thus improves the safety of the vehicle.

[0005] In a first aspect, a vehicle control method is provided, the method comprising:

[0006] Get the vehicle's current speed and acceleration;

[0007] Determine the current state of the vehicle based on the current speed and acceleration;

[0008] Determining a control strategy for a torque vectoring monitoring function of the vehicle based on the current state, the control strategy including: controlling activation or deactivation of the torque vectoring monitoring function of the vehicle, the torque vectoring control function being used to determine a torque distribution coefficient between the front and rear axles of the vehicle;

[0009] Based on the control strategy, the torque vectoring monitoring function is controlled.

[0010] It should be noted that the torque vectoring monitoring function is used to control the activation or deactivation of the torque vectoring control function according to the torque vectoring distribution coefficient of the torque vectoring control function; when the torque distribution coefficient calculated by the torque vectoring control function is not within a safe range, it is determined that the torque distribution coefficient calculated by the torque vectoring control function is wrong, and the torque vectoring control function is controlled to be deactivated; when the torque distribution coefficient calculated by the torque vectoring control function is within a safe range, it is determined that there is no error in the torque distribution coefficient calculated by the torque vectoring control function, and the torque vectoring control function is controlled to be activated.

[0011] In an embodiment of the present application, a control strategy for the torque vectoring monitoring function is determined based on the vehicle's current state, and the torque vectoring monitoring function is controlled according to this control strategy. The torque vectoring monitoring function is required to monitor the torque vectoring control function when an error in calculating the torque distribution coefficient can affect the vehicle's driving safety. Monitoring the torque vectoring control function when the torque distribution coefficient does not affect the vehicle's driving safety may affect vehicle maneuverability, thereby affecting vehicle safety. Therefore, this solution determines, based on the vehicle's current state, whether enabling the torque vectoring monitoring function will affect the vehicle's maneuverability and thus its driving safety. This allows for reasonable control of the activation or deactivation of the torque vectoring monitoring function, preventing the activation of the torque vectoring monitoring function in unnecessary scenarios from impacting the vehicle's maneuverability and safety.

[0012] In conjunction with the first aspect, in certain implementations of the first aspect, determining a control strategy for a torque vectoring monitoring function of a vehicle based on a current state includes:

[0013] Determine whether the current state of the vehicle is a moving state;

[0014] If the current state of the vehicle is a moving state, a control strategy is determined based on the current speed of the vehicle.

[0015] In an embodiment of the present application, if the vehicle is currently in motion, the activation or deactivation of the torque vector monitoring function is controlled according to the current vehicle speed in the motion state; ensuring that it is possible to judge whether an error in the calculation of the current torque distribution coefficient will affect the driving safety of the vehicle in combination with the vehicle speed, thereby determining whether it is currently appropriate to activate the torque vector monitoring function; ensuring reasonable control of the activation or deactivation of the torque vector control function.

[0016] In combination with the first aspect and the above implementations, in some implementations of the first aspect, determining the control strategy based on the current speed of the vehicle includes:

[0017] If the current vehicle speed is greater than a first vehicle speed threshold, activating a control torque vector monitoring function is determined as a control strategy;

[0018] If the current vehicle speed is less than or equal to the first vehicle speed threshold, deactivating the torque vectoring monitoring function is determined as the control strategy.

[0019] In an embodiment of the present application, if the current vehicle speed is greater than a first speed threshold, indicating a high vehicle speed, an error in the front-to-rear axle torque distribution ratio calculation may cause a significant deviation in the vehicle's driving trajectory, potentially impacting vehicle safety. Therefore, a control strategy is determined to activate the torque vectoring monitoring function to monitor the torque vectoring control function through the torque vectoring monitoring function to avoid outputting an incorrect front-to-rear axle torque distribution ratio. If the current vehicle speed is less than or equal to the first speed threshold, indicating a low vehicle speed, an error in the front-to-rear axle torque distribution ratio calculation will not cause a significant deviation in the vehicle's driving trajectory, i.e., it is unlikely to impact vehicle safety. Therefore, a control strategy is determined to deactivate the torque vectoring monitoring function to prevent the torque vectoring monitoring function from impacting vehicle controllability.

[0020] In combination with the first aspect, in some implementations of the first aspect, the method further includes: if the current state of the vehicle is a non-moving state, determining deactivation of the torque vector monitoring function as the control strategy.

[0021] In an embodiment of the present application, if the status flag indicates a non-moving state, since the vehicle is in a non-moving state, an error in calculating the torque distribution ratio is not likely to affect the driving safety of the vehicle; therefore, the deactivation of the torque vector monitoring function is determined as a control strategy (i.e., the front and rear axle torque distribution coefficients determined by the torque vector control function are not monitored) to avoid activating the torque vector monitoring function in unnecessary scenarios.

[0022] In combination with the first aspect and the above implementations, in certain implementations of the first aspect, determining the current state of the vehicle based on the current vehicle speed and acceleration includes:

[0023] When the current vehicle speed is greater than the second vehicle speed threshold and the acceleration of the vehicle is greater than the target acceleration threshold, it is determined that the current state is a moving state.

[0024] In the embodiments of the present application, the vehicle speed is typically determined based on the vehicle's wheel speed. If the vehicle is stuck or skidding, the speed derived from the wheel speed may be higher, but the vehicle may actually be stationary. Determining whether the vehicle is in motion based solely on the vehicle speed may result in an incorrect judgment of the vehicle's current state. Therefore, the vehicle's current state is determined comprehensively based on the vehicle's current speed and acceleration, ensuring accurate judgment of whether the vehicle is in motion and avoiding misjudgments of the vehicle's current state.

[0025] In combination with the first aspect and the above implementations, in some implementations of the first aspect, the method further includes:

[0026] Based on the current driving mode of the vehicle, obtaining a target torque change slope corresponding to the current driving mode;

[0027] Based on the target torque change slope and the preset mapping relationship, a target acceleration threshold is obtained;

[0028] The preset mapping relationship is used to represent the correlation between the torque change slope and the acceleration threshold, and the torque change slope is positively correlated with the acceleration threshold.

[0029] In the embodiments of the present application, because the torque variation slopes of a vehicle vary under different driving modes, and the acceleration thresholds corresponding to these torque variation slopes vary, a target torque variation slope corresponding to the vehicle's current driving mode is obtained, and the current target acceleration threshold is determined based on the target torque variation slope and a preset mapping relationship. Because transient changes in engine power are more dramatic when the torque variation slope is large, if the vehicle's wheels are in a slipping and idling state, a conventional acceleration threshold may misidentify the vehicle as being in motion if the conventional acceleration threshold is used. Therefore, when the torque variation slope is large, the corresponding acceleration threshold is large, i.e., the torque variation slope and the acceleration threshold are positively correlated, ensuring that a more appropriate target acceleration threshold can be obtained based on the vehicle's current driving mode.

[0030] In combination with the first aspect and the above implementations, in some implementations of the first aspect, the method further includes:

[0031] When the torque vectoring monitoring function is activated, the torque vectoring control function is activated or deactivated based on the torque vectoring monitoring function;

[0032] When the torque vectoring monitoring function is deactivated, torque is distributed between the front and rear axles of the vehicle based on the torque vectoring control function.

[0033] In an embodiment of the present application, when the torque vectoring monitoring function is activated, the torque vectoring control function is activated or deactivated by the torque vectoring monitoring function, thereby preventing the torque vectoring control function from outputting an unexpected, erroneous torque distribution coefficient. When the torque vectoring monitoring function is deactivated, the torque distribution coefficient does not affect vehicle driving safety. Therefore, the torque vectoring control function distributes the vehicle's front and rear axle torque, preventing excessive intervention of the vector torque monitoring function from affecting vehicle handling.

[0034] In combination with the first aspect and the above implementations, in certain implementations of the first aspect, controlling activation or deactivation of the torque vectoring control function based on the torque vectoring monitoring function includes:

[0035] Determine the torque distribution coefficient between the front and rear axles of the vehicle through the torque vectoring control function;

[0036] Determine the target range of the front and rear axle torque distribution coefficient through the torque vectoring monitoring function;

[0037] If the front and rear axle torque distribution coefficient is within the target range, the torque vectoring control function is activated through the torque vectoring monitoring function;

[0038] If the front and rear axle torque distribution coefficient is not within the target range, the torque vectoring control function is deactivated through the torque vectoring monitoring function.

[0039] In an embodiment of the present application, the target range is a safe range of the front and rear axle torque distribution coefficients calculated by the torque vector monitoring function, which is used to determine whether the front and rear axle torque distribution coefficients are calculated incorrectly; if the front and rear axle torque distribution coefficients are within the target range, it indicates that the front and rear axle torque distribution coefficients are not calculated incorrectly, and therefore, the torque vector control function is activated (maintained activated) through the torque vector monitoring function; if the front and rear axle torque distribution coefficients are not within the target range, it indicates that the front and rear axle torque distribution coefficients are calculated incorrectly, and in order to avoid outputting an erroneous torque distribution coefficient, the torque vector control function is controlled to be deactivated to avoid the erroneous torque distribution coefficient from affecting vehicle safety.

[0040] In combination with the first aspect and the above implementations, in some implementations of the first aspect, the method further includes:

[0041] When the torque vectoring control function is deactivated, torque is distributed between the front and rear axles of the vehicle based on the front and rear axle torque distribution function of the vehicle.

[0042] In an embodiment of the present application, when the torque vectoring control function is deactivated, torque is distributed to the front and rear axles of the vehicle according to the front and rear axle torque distribution function of the vehicle; ensuring that when the torque vectoring control function is deactivated, the vehicle can still determine the front and rear axle distribution coefficients of the vehicle according to the front and rear axle torque distribution function, thereby realizing torque distribution to the front and rear axles of the vehicle.

[0043] In a second aspect, a vehicle control device is provided, the control device comprising:

[0044] The acquisition module is used to obtain the current speed and acceleration of the vehicle;

[0045] The processing module is used to determine the current state of the vehicle based on the current vehicle speed and acceleration; based on the current state, determine the control strategy of the vehicle's torque vectoring monitoring function, the control strategy including: controlling the activation or deactivation of the vehicle's torque vectoring monitoring function, the torque vectoring control function is used to determine the vehicle's front and rear axle torque distribution coefficient; based on the control strategy, control the torque vectoring monitoring function.

[0046] In combination with the second aspect, in certain implementations of the second aspect, the processing module is specifically used to: determine whether the current state of the vehicle is a moving state; if the current state of the vehicle is a moving state, determine the control strategy based on the current speed of the vehicle.

[0047] In combination with the second aspect and the above-mentioned implementation methods, in certain implementation methods of the second aspect, the processing module is specifically used to: if the current vehicle speed is greater than the first vehicle speed threshold, determine the activation of the control torque vector monitoring function as the control strategy; if the current vehicle speed is less than or equal to the first vehicle speed threshold, determine the deactivation of the control torque vector monitoring function as the control strategy.

[0048] In combination with the second aspect and the above implementations, in some implementations of the second aspect, the processing module is specifically configured to: if the current state of the vehicle is a non-moving state, determine deactivation of the torque vector monitoring function as the control strategy.

[0049] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the processing module is specifically used to: when the current vehicle speed is greater than the second vehicle speed threshold and the vehicle acceleration is greater than the target acceleration threshold, determine that the current state is a motion state.

[0050] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the processing module is also used to: obtain the target torque change slope corresponding to the current driving mode based on the current driving mode of the vehicle; obtain the target acceleration threshold based on the target torque change slope and the preset mapping relationship; wherein the preset mapping relationship is used to represent the correlation between the torque change slope and the acceleration threshold, and the torque change slope is positively correlated with the acceleration threshold.

[0051] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the processing module is also used to: when the torque vector monitoring function is activated, control the activation or deactivation of the torque vector control function based on the torque vector monitoring function; when the torque vector monitoring function is deactivated, distribute torque to the front and rear axles of the vehicle based on the torque vector control function.

[0052] In combination with the second aspect and the above-mentioned implementation methods, in certain implementation methods of the second aspect, the processing module is specifically used to: determine the front and rear axle torque distribution coefficients of the vehicle through the torque vectoring control function; determine the target range of the front and rear axle torque distribution coefficients through the torque vectoring monitoring function; if the front and rear axle torque distribution coefficients are within the target range, control the torque vectoring control function to be activated through the torque vectoring monitoring function; if the front and rear axle torque distribution coefficients are not within the target range, control the torque vectoring control function to be deactivated through the torque vectoring monitoring function.

[0053] In combination with the second aspect and the above-mentioned implementation methods, in some implementation methods of the second aspect, the processing module is also used to: when the torque vectoring control function is deactivated, distribute torque to the front and rear axles of the vehicle based on the front and rear axle torque distribution function of the vehicle.

[0054] In a third aspect, a vehicle is provided, comprising a memory and a processor, wherein the memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the vehicle executes the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0055] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0056] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program. When the computer program is executed, it implements the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] Figure 1 This is a schematic diagram of the architecture of a vehicle provided in an embodiment of the present application;

[0058] Figure 2 is a schematic flow chart of a vehicle control method provided in an embodiment of the present application;

[0059] Figure 3 is a schematic flow chart of another vehicle control method provided in an embodiment of the present application;

[0060] Figure 4 This is a schematic diagram of another vehicle architecture provided by an embodiment of the present application;

[0061] Figure 5 is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application;

[0062] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0063] The following will clearly and thoroughly describe the technical solutions in this application in conjunction with the accompanying drawings. In the description of the embodiments of this application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more than two.

[0064] In the following, the terms "first" and "second" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0065] With the development of new energy technologies, vehicle propulsion has shifted from traditional engines to hybrid power sources, combining engines and electric motors. This has also opened up new possibilities for the design of vehicle stability features. For example, in vehicles with four-wheel motors or multiple rear-axle motors, new features such as Torque Vector Control (TCV), Rear Wheel Drive (RWD), and Vehicle Motion Control (VMC) have been designed to enhance vehicle lateral stability and maneuverability in all-wheel drive mode.

[0066] When a vehicle is turning, the front and rear axle torque distribution function of the vehicle controller adjusts the front and rear axle torque distribution coefficient (i.e., the front and rear axle torque distribution ratio) based on the steering wheel angle signal. However, due to the difference in the radius of the inner and outer wheel rings, the vehicle's forward inertia, the friction coefficient between the wheels and the ground, and other factors, the vehicle will actually produce a certain turning bias rate during the turning process, thereby affecting the vehicle's handling. In related technologies, this problem is usually solved through the torque vectoring control function (TVC function). The TVC function calculates the front and rear axle torque distribution coefficient for vector control based on information such as vehicle speed, steering wheel angle, actual lateral acceleration, actual longitudinal acceleration, vehicle slip rate, and driving mode. When the vector control function is activated, the front and rear axle torque distribution coefficient is output to the vehicle controller (VCU) to distribute the front and rear axle torque, thereby adjusting the vehicle body posture by dynamically adjusting the front and rear axle torque distribution ratio. At the same time, in order to avoid compromising vehicle safety due to errors in the torque distribution coefficient calculated by the TVC function, the torque vectoring control function is safely monitored through the torque vectoring monitoring function.

[0067] It should be noted that the torque vectoring monitoring function is used to control the activation or deactivation of the torque vectoring control function according to the torque vectoring distribution coefficient of the torque vectoring control function; when the torque distribution coefficient calculated by the torque vectoring control function is not within a safe range, it is determined that the torque distribution coefficient calculated by the torque vectoring control function is wrong, and the torque vectoring control function is controlled to be deactivated; when the torque distribution coefficient calculated by the torque vectoring control function is within a safe range, it is determined that there is no error in the torque distribution coefficient calculated by the torque vectoring control function, and the torque vectoring control function is controlled to be activated.

[0068] However, activating the torque vectoring monitoring function and monitoring the torque vectoring control function in non-essential scenarios may affect the vehicle's handling and thus affect vehicle safety; for example, if the torque distribution coefficient calculated by the torque vectoring control function based on the output signal is not within the safe range, it will not affect vehicle safety; if the current torque vectoring monitoring function is on, the torque vectoring monitoring function will control the deactivation of the torque vectoring control function, resulting in the inability to distribute torque to the front and rear axles of the vehicle according to the driver's operation, resulting in a decrease in the driver's ability to control the vehicle, thereby affecting vehicle safety.

[0069] Therefore, how to reasonably control the torque vector monitoring function to improve vehicle safety is a technical problem that needs to be solved at present.

[0070] In light of this, the present application provides a vehicle control method, control device, and vehicle. The method can determine a control strategy for a torque vectoring monitoring function based on the vehicle's current state and control the activation or deactivation of the torque vectoring monitoring function based on the control strategy. Based on the vehicle's current state, it is determined whether the activation of the torque vectoring monitoring function will affect the vehicle's maneuverability and driving safety. This allows for reasonable control of the activation or deactivation of the torque vectoring monitoring function, preventing the activation of the torque vectoring monitoring function in unnecessary scenarios from impacting the vehicle's maneuverability and safety.

[0071] Figure 1 This is a schematic diagram of the architecture of a vehicle provided in an embodiment of the present application.

[0072] For example, Figure 1The illustrated vehicle architecture 100 is a control architecture for a vehicle torque vectoring monitoring function. A controller area network (CAN) is used to exchange information between the vehicle's electronic control units. An AND gate represents a basic logic gate, outputting a value when all input parameters to the AND gate meet certain conditions. An RS flip-flop is a basic digital logic circuit with two stable states used to store binary information. In this architecture, the RS flip-flop is used to output a motion state flag. A selector switch is used to determine a vector control monitoring flag based on the vehicle speed and the motion state flag, thereby controlling the activation or deactivation of the torque vectoring monitoring layer based on the vector control monitoring flag.

[0073] For example, signals are sent to the input interface module via CAN input, including key signals such as vehicle speed, acceleration, wheel speed, steering wheel angle, slope and driving mode. The torque vector monitoring function receives the above key signals as the judgment conditions of the torque vector monitoring function; it makes judgments based on vehicle speed and acceleration; when both vehicle speed and acceleration meet the conditions (for example, vehicle speed is greater than 10km / h and acceleration is greater than 1m / s 2 ), activate the RS trigger, and output the vehicle motion state flag as 1 (indicating that the vehicle is in motion); when the vehicle speed or acceleration conditions are not met, the output motion state flag is 0 (indicating that the vehicle is not in motion); when the vehicle speed indicates that the vehicle is stationary (for example, when the vehicle speed is less than the preset speed (such as 2km / h)), the RS trigger is reset, and the output vehicle motion state flag is 0. The selection switch makes a judgment based on the motion state flag and the vehicle speed. When the motion state flag is 1 and the vehicle speed is greater than the first speed threshold (for example, 35km / h), the vector control monitoring flag is activated, that is, the torque vector monitoring function is activated. When the vehicle speed does not exceed the first speed threshold, the vector control monitoring flag is turned off, that is, the torque vector monitoring function is deactivated. When the vehicle motion state flag is 0, the vehicle speed condition is no longer considered, and the vector control monitoring flag is turned off.

[0074] Optionally, the above example uses the first vehicle speed threshold of 35km / h as an example; in an embodiment of the present application, the first vehicle speed threshold can also be 36km / h, 38km / h or 40km / h, etc. The present application does not limit the specific value of the first vehicle speed threshold.

[0075] Figure 2 It is a schematic flow chart of a vehicle control method provided in an embodiment of the present application.

[0076] For example, Figure 2 The method 200 shown may be executed by a vehicle; or may be executed by a vehicle controller of the vehicle, or by a processor or chip in the vehicle.

[0077] like Figure 2 As shown, the vehicle control method 200 includes S210 to S240 , which will be described in detail below.

[0078] S210, obtaining the current speed and acceleration of the vehicle.

[0079] For example, the vehicle's wheel speed is monitored by a wheel speed sensor, and the vehicle's speed is determined by converting the wheel speed to the tire diameter (vehicle speed = tire circumference / reduction ratio). The vehicle's acceleration is determined by an acceleration sensor installed at the center of mass of the vehicle body.

[0080] S220: Determine the current state of the vehicle based on the current vehicle speed and acceleration.

[0081] The current state of the vehicle includes a moving state or a non-moving state.

[0082] In one implementation, when the current vehicle speed is greater than a second speed threshold and the vehicle acceleration is greater than a target acceleration threshold, the current state is determined to be a moving state. When the current vehicle speed is less than or equal to the second speed threshold, or the vehicle acceleration is less than or equal to the target acceleration threshold, the current state of the vehicle is determined to be a non-moving state.

[0083] It is understandable that since the vehicle speed is usually obtained based on the vehicle's wheel speed, if the vehicle is stuck or slipping, the vehicle's wheels are in an idling state, and the speed obtained based on the vehicle's wheel speed is higher; but the vehicle's actual state may be stationary. If the vehicle's speed is used alone to determine whether the vehicle is in motion, and thus determine the vehicle's state flag, it may result in inaccurate state flags (for example, the speed obtained based on the wheel speed indicates that the vehicle is in motion, but the vehicle's wheels are in an idling state and the vehicle is actually stationary). Therefore, based on the vehicle's current speed and the vehicle's acceleration, a comprehensive determination of whether the vehicle is in motion is made to avoid misjudging the vehicle's driving state, thereby ensuring the accuracy of the state flags.

[0084] For example, the second speed threshold is 10km / h and the target acceleration threshold is 1m / s 2 If the vehicle speed is less than 2km / h, the vehicle is determined to be stationary; if the vehicle speed gradually increases to a speed greater than 10km / h, and the vehicle acceleration is less than 1m / s 2 Since the acceleration is less than the target acceleration threshold, the vehicle speed may be calculated from the wheel speed in the idling state, which cannot represent the actual motion state of the vehicle. Therefore, the vehicle is determined to be in a non-moving state. If the vehicle speed gradually increases to more than 10km / h and the acceleration is greater than 1m / s2 , the vehicle is in a moving state, that is, the state flag indicates that the current state of the vehicle is a moving state.

[0085] It should be noted that the above is an example of the second vehicle speed threshold, the target acceleration threshold, the current vehicle speed and acceleration. This application does not limit the specific values of the second vehicle speed threshold, the target acceleration threshold, the current vehicle speed and acceleration.

[0086] Optionally, the target acceleration threshold can be a pre-calibrated fixed value; or based on the current driving mode of the vehicle, the target torque change slope corresponding to the current driving mode is obtained; based on the target torque change slope and a preset mapping relationship, the target acceleration threshold is obtained; wherein the preset mapping relationship is used to represent the correlation between the torque change slope and the acceleration threshold, and the torque change slope is positively correlated with the acceleration threshold.

[0087] It is understood that the torque change slope is used to indicate the speed at which the vehicle's torque changes. A larger torque change slope indicates a faster speed at which the vehicle's torque changes (i.e., a more drastic transient change); a smaller torque change slope indicates a slower speed at which the vehicle's torque changes (i.e., a more gradual transient change). Because the transient change in the power output of the engine is more drastic when the torque change slope is large, if the vehicle's wheels are in a slipping and idling state, the angular velocity of the idling wheels may be incorrectly calculated as the vehicle's actual acceleration. If the conventional acceleration threshold is used for judgment, a vehicle in a slipping and idling state may be mistakenly judged as being in motion. Therefore, when the torque change slope is large, the corresponding acceleration threshold is large, i.e., the torque change slope is positively correlated with the acceleration threshold. Therefore, based on the vehicle's current driving mode, the target torque change slope corresponding to the driving mode is obtained, and then a more appropriate target acceleration threshold can be determined based on the target torque change slope and the preset mapping relationship.

[0088] Optionally, the target acceleration threshold can be derived based on the vehicle's current driving mode and a first mapping relationship, where the first mapping relationship represents an association between different vehicle driving modes and different acceleration thresholds. Specifically, the vehicle's current driving mode signal serves as input to a two-dimensional map, which outputs a target acceleration threshold corresponding to the current driving mode signal.

[0089] For example, when the vehicle's driving mode is economic mode (or energy-saving mode), the vehicle's torque change slope is small, and the corresponding target acceleration threshold can be 0.8m / s 2 When the vehicle's driving mode is normal mode, the corresponding target acceleration threshold can be 1m / s 2 When the vehicle's driving mode is sports mode (or track mode), the vehicle's torque change slope is large, and the corresponding target acceleration is 1.3m / s2 .

[0090] It should be noted that the above is an example of the driving modes that a vehicle may have and the corresponding target acceleration thresholds; it is used to represent the correspondence between the driving modes and the acceleration thresholds; this application does not limit the specific values of the vehicle's driving modes and the acceleration thresholds corresponding to the driving modes.

[0091] Optionally, a status flag can be used to represent the current state of the vehicle; the vehicle status flag is determined based on the vehicle speed and acceleration (the status flag is used to indicate whether the vehicle is in motion or non-motion), and the vehicle status flag is stored in a register or memory of the vehicle's electronic control unit. The status flag is the core mechanism for various systems in the vehicle (such as the engine, transmission, body control, etc.) to achieve real-time communication, coordinated control and fault diagnosis.

[0092] Exemplarily, the current state of the vehicle is determined by reading a status flag stored in the electronic control unit, that is, determining whether the vehicle is in motion based on the vehicle's status flag. For example, the status flag can be 1 or 0; when the status flag is 1, it indicates that the vehicle is currently in motion. When the status flag is 0, it indicates that the vehicle is currently in a non-moving state. In other words, different values of the status flag indicate different vehicle states.

[0093] Optionally, the status flag includes multiple flags, and each flag corresponds to a state of the vehicle. The states of the vehicle include motion state, static state and standby state (static state and standby state are both non-motion states). The flag of each state can be 1 or 0. When the flag is 1, it indicates that the state corresponding to the flag is in an activated state; when the flag is 0, it indicates that the state corresponding to the flag is in an inactivated state. For example, when the flag corresponding to the motion state is 1, it indicates that the vehicle is in motion; when the flag corresponding to the motion state is 0, it indicates that the vehicle is not in motion; when the flag corresponding to the static state is 1, it indicates that the vehicle is in a static state; when the flag corresponding to the static state is 0, it indicates that the vehicle is not in a static state.

[0094] S230 , determining a control strategy for a torque vectoring monitoring function of the vehicle based on the current state.

[0095] Among them, the control strategy includes: controlling the activation or deactivation of the vehicle's torque vector monitoring function, and the torque vector control function is used to determine the front and rear axle torque distribution coefficient of the vehicle.

[0096] It should be noted that the torque vectoring monitoring function is used to control the vehicle's torque vectoring control function, which is used to determine the torque distribution coefficient between the vehicle's front and rear axles. Specifically, the torque vectoring monitoring function controls the activation or deactivation of the torque vectoring control function based on the torque distribution coefficient of the torque vectoring control function. If the torque distribution coefficient calculated by the torque vectoring control function is outside the safe range, the function determines that the torque distribution coefficient calculated by the torque vectoring control function is incorrect and controls the torque vectoring control function to be deactivated. If the torque distribution coefficient calculated by the torque vectoring control function is within the safe range, the function determines that the torque distribution coefficient calculated by the torque vectoring control function is not incorrect and controls the torque vectoring control function to be activated.

[0097] In one implementation, it is determined whether the current state of the vehicle is a moving state; if the current state of the vehicle is a moving state, a control strategy is determined based on the current speed of the vehicle.

[0098] It is understood that if the vehicle is currently in motion, the activation or deactivation of the torque vectoring monitoring function is controlled based on the current vehicle speed. This ensures that the vehicle speed is combined to determine whether an error in the calculation of the current torque distribution coefficient will affect vehicle driving safety, thereby determining whether it is appropriate to activate the torque vectoring monitoring function at the current time and ensuring that the activation or deactivation of the torque vectoring control function is properly controlled.

[0099] Specifically, if the current vehicle speed is greater than a first vehicle speed threshold, activating the control torque vector monitoring function is determined as the control strategy; if the current vehicle speed is less than or equal to the first vehicle speed threshold, deactivating the control torque vector monitoring function is determined as the control strategy.

[0100] The first vehicle speed threshold is a vehicle speed threshold used to determine whether an error in calculating the front and rear axle torque distribution coefficients will affect vehicle safety. The first vehicle speed threshold may be a vehicle speed threshold obtained through pre-experimental calibration.

[0101] For example, the first vehicle speed threshold is 35 km / h. Upon determining that the vehicle is in motion, if the current vehicle speed reaches 35 km / h, the torque vectoring monitoring function is activated to safely monitor the torque vectoring control function. If the current vehicle speed does not reach 35 km / h, even if the front and rear axle torque distribution coefficients are calculated incorrectly, this will not affect vehicle driving safety. However, if the torque vectoring control function is safely monitored, the torque distribution coefficient corresponding to the user's operation will not be output, thus reducing the driver's ability to control the vehicle. Therefore, the torque vectoring monitoring function is deactivated to avoid any impact on vehicle controllability.

[0102] It should be noted that the above is an example of the first vehicle speed threshold; this application does not specifically limit the specific value of the first vehicle speed threshold.

[0103] In an embodiment of the present application, if the current vehicle speed is greater than a first speed threshold, indicating a high vehicle speed, an error in the front-to-rear axle torque distribution ratio calculation could result in a significant deviation in the vehicle's driving trajectory, potentially impacting vehicle safety. Therefore, the torque vectoring monitoring function is activated, monitoring the torque vectoring control function through the torque vectoring monitoring function to avoid outputting an incorrect front-to-rear axle torque distribution ratio. If the current vehicle speed is less than or equal to the first speed threshold, indicating a low vehicle speed, an error in the front-to-rear axle torque distribution ratio calculation would not result in a significant deviation in the vehicle's driving trajectory, i.e., would not likely impact vehicle safety. Therefore, the torque vectoring monitoring function is deactivated to prevent the torque vectoring monitoring function from impacting vehicle controllability.

[0104] Optionally, if the current state of the vehicle is a non-moving state, deactivating the torque vectoring monitoring function is determined as the control strategy.

[0105] For example, if the vehicle is currently in a non-moving state, an error in calculating the torque distribution ratio is unlikely to affect the vehicle's driving safety. Therefore, the torque vector monitoring function is controlled to be deactivated to avoid activating the torque vector monitoring function in unnecessary scenarios.

[0106] S240, based on the control strategy, controls the torque vectoring monitoring function.

[0107] Among them, the control strategy includes: controlling the activation or deactivation of the vehicle's torque vector monitoring function; if the control strategy is to control the activation of the torque vector monitoring function, then controlling the activation of the torque vector monitoring function; if the control strategy is to control the deactivation of the torque vector monitoring function, then controlling the deactivation of the torque vector monitoring function.

[0108] In one implementation, when the torque vector monitoring function is activated, the torque vector control function is controlled to be activated or deactivated based on the torque vector monitoring function; when the torque vector monitoring function is deactivated, torque is distributed to the front and rear axles of the vehicle based on the torque vector control function.

[0109] Exemplarily, based on the torque vectoring control function, torque is distributed to the front and rear axles of the vehicle, that is, the torque vectoring control function calculates the front and rear axle torque distribution coefficients according to the input signal, and sends the calculated front and rear axle torque distribution coefficients to the vehicle controller; the vehicle controller distributes torque to the front and rear axles of the vehicle according to the front and rear axle torque distribution coefficients.

[0110] It is understood that when the torque vectoring monitoring function is activated, it controls the activation or deactivation of the torque vectoring control function (i.e., it safely monitors the torque vectoring control function through the torque vectoring monitoring function), thereby preventing the torque vectoring control function from outputting an unexpected erroneous torque distribution coefficient. When the torque vectoring monitoring function is deactivated, the torque distribution coefficient does not affect vehicle driving safety. Therefore, the vehicle's front and rear axle torque is distributed according to the torque vectoring control function, avoiding excessive intervention of the vector torque monitoring function that may affect vehicle controllability.

[0111] Specifically, based on the torque vectoring monitoring function, the torque vectoring control function is controlled to be activated or deactivated, including: determining the front and rear axle torque distribution coefficients of the vehicle through the torque vectoring control function; determining the target range of the front and rear axle torque distribution coefficients through the torque vectoring monitoring function; if the front and rear axle torque distribution coefficients are within the target range, controlling the torque vectoring control function to be activated through the torque vectoring monitoring function; if the front and rear axle torque distribution coefficients are not within the target range, controlling the torque vectoring control function to be deactivated through the torque vectoring monitoring function.

[0112] For example, a method for determining the front and rear axle torque distribution coefficients of the torque vectoring control function is schematically explained: the torque vectoring control function determines the front and rear axle torque distribution coefficients based on input signals; the input signals include key signals such as vehicle speed, acceleration, wheel speed, steering wheel angle, slope and driving mode; the torque vectoring control function calculates the road adhesion coefficient based on the input signals using the recursive least squares method; and then calculates the front and rear axle longitudinal forces based on the load transfer formula; in combination with the dynamic mode and the safety margin, the front axle torque distribution coefficient (usually represented by k) and the rear axle torque distribution coefficient (usually represented by 1-k) are determined through model prediction.

[0113] It should be noted that the above is a schematic illustration of the process of calculating the front and rear axle torque distribution coefficients for the torque vectoring control function. In actual applications, a correspondence table between different input signals and torque distribution coefficients can be pre-set, and the torque distribution coefficient can be determined based on the correspondence table; or any possible implementation method can be used to calculate the torque distribution coefficient. This application does not limit the calculation method of the torque distribution coefficient.

[0114] For example, the target range is the safe range of the front-to-rear axle torque distribution coefficient calculated by the torque vectoring monitoring function, used to determine whether the front-to-rear axle torque distribution coefficient is incorrectly calculated. The torque vectoring monitoring function calculates the target range based on the input signal. The vehicle's electronic control unit typically quickly queries the safe range of the torque distribution coefficient based on the input signal and a predefined two-dimensional mapping table or neural network model.

[0115] Optionally, the road friction coefficient and various constraints are determined based on the difference between the wheel speed and the vehicle speed in the input signal; wherein the constraints include: tire adhesion limit (the longitudinal adhesion of the tire needs to satisfy the friction circle constraint), yaw stability constraint (the effect of torque distribution on the yaw moment needs to be less than the limit of the yaw moment), and constraints on slope and gravity component (the front and rear axle torque distribution coefficients need to be limited on steep slopes to avoid insufficient torque on the front or rear axles); the target range of the front and rear axle torque distribution coefficients is determined based on the above constraints, that is, the intersection of the torque distribution coefficients that satisfy the above constraints is determined as the target range of the torque distribution coefficients.

[0116] It should be noted that the above is a schematic illustration of the calculation process of the target range of the torque distribution coefficient, and the present application does not limit the specific method for calculating the torque distribution coefficient.

[0117] It is understandable that when distributing torque to the front and rear axles of the vehicle, the front and rear axle torque distribution coefficients are constrained by the calculated target range to ensure that the torque vectoring control function does not output an unexpected torque distribution coefficient that is too large or too small.

[0118] For example, when a vehicle is negotiating a curve, if the torque distribution coefficient calculated by the torque vectoring monitoring function based on the input signal is between 0.4 and 0.55 (the target range of the front and rear axle torque distribution coefficient), the vehicle can safely and smoothly pass the curve. If the torque distribution coefficient calculated by the torque vectoring control function is 0.65, which is not within the target range, the torque vectoring monitoring function controls the deactivation of the torque vectoring control function to ensure that the torque distribution coefficient is not sent to the vehicle controller. If the torque distribution coefficient calculated by the torque vectoring control function is 0.5 (within the target range), the torque vectoring monitoring function controls the torque vectoring control function to remain active, ensuring that the torque distribution coefficient can be sent to the vehicle controller so that the vehicle controller can distribute torque to the front and rear axles of the vehicle based on the torque distribution coefficient.

[0119] In the embodiment of the present application, if the front-to-rear axle torque distribution coefficient is within the target range, it indicates that the front-to-rear axle torque distribution coefficient is not calculated incorrectly. Therefore, the torque vectoring control function is activated (maintained in an activated state) through the torque vectoring monitoring function. If the front-to-rear axle torque distribution coefficient is not within the target range, it indicates that the front-to-rear axle torque distribution coefficient is calculated incorrectly. To avoid outputting an incorrect torque distribution coefficient, the torque vectoring control function is controlled to be deactivated to prevent the output of the incorrect torque distribution coefficient from affecting vehicle safety.

[0120] It should be noted that if the front-to-rear axle torque distribution coefficients are correctly calculated, the torque vectoring control function is activated through the torque vectoring monitoring function; if the front-to-rear axle torque distribution coefficients are incorrectly calculated, the torque vectoring control function is deactivated. When the torque vectoring control function is activated, the front-to-rear axle torque distribution coefficients calculated by the torque vectoring control function are output; when the torque vectoring control function is deactivated, the front-to-rear axle torque distribution coefficients calculated by the torque vectoring control function are not output. In other words, whether the torque vectoring control function is activated or deactivated does not affect the front-to-rear axle torque distribution coefficients calculated by the torque vectoring control function, but rather affects whether the front-to-rear axle torque distribution coefficients calculated by the vectoring control function can be output normally.

[0121] Optionally, the above method further includes: distributing torque to the front and rear axles of the vehicle based on the front and rear axle torque distribution function of the vehicle when the torque vectoring control function is deactivated.

[0122] For example, the front-to-rear torque distribution function is a function within the vehicle controller that adjusts the front-to-rear torque distribution coefficient based on the steering wheel angle signal. The torque vectoring function has a higher priority than the front-to-rear torque distribution function. When the torque vectoring function is active, torque distribution between the front and rear axles of the vehicle is based on the torque vectoring function. When the torque vectoring function is inactive, torque distribution between the front and rear axles of the vehicle is based on the front-to-rear torque distribution function.

[0123] In an embodiment of the present application, when the torque vectoring control function is deactivated, torque is distributed to the front and rear axles of the vehicle according to the front and rear axle torque distribution function of the vehicle, ensuring that when the torque vectoring control function is deactivated, the vehicle can still determine the front and rear axle distribution coefficients of the vehicle according to the front and rear axle torque distribution function, thereby realizing torque distribution to the front and rear axles of the vehicle.

[0124] In the above-described embodiment, a control strategy for the torque vectoring monitoring function is determined based on the vehicle's current state, and the torque vectoring monitoring function is controlled according to this control strategy. The torque vectoring monitoring function is required to monitor the torque vectoring control function when an error in the calculation of the torque distribution coefficient could affect the vehicle's driving safety. Monitoring the torque vectoring control function when the torque distribution coefficient does not affect the vehicle's driving safety could affect vehicle maneuverability and, therefore, safety. Therefore, this solution determines, based on the vehicle's current state, whether enabling the torque vectoring monitoring function would affect the vehicle's maneuverability and thus its driving safety. This allows for reasonable control of the activation or deactivation of the torque vectoring monitoring function, preventing the impact of enabling the torque vectoring monitoring function on vehicle maneuverability and safety when not necessary.

[0125] Figure 3It is a schematic flowchart of another vehicle control method provided in an embodiment of the present application.

[0126] Figure 3 The method 300 shown may be executed by a vehicle; or may be executed by a vehicle controller of a vehicle, or by a processor or chip in the vehicle.

[0127] like Figure 3 As shown, the vehicle control method 300 includes S301 to S313, and S301 to S313 are described in detail below.

[0128] S301, obtaining the current speed and acceleration of the vehicle.

[0129] For example, the current speed of the vehicle can be the speed calculated from the wheel speed of the vehicle, or the current speed determined by the vehicle speed sensor of the vehicle, or the acceleration of the vehicle can be determined by an acceleration sensor installed at the center of mass of the vehicle body.

[0130] Optionally, the implementation of S301 can refer to Figure 2 The relevant description of S210 is omitted here.

[0131] S302, determine whether the current state of the vehicle is a moving state based on the vehicle speed and acceleration; if so, execute S303; if not, execute S305.

[0132] Exemplarily, whether the current state of the vehicle is a moving state is determined based on the vehicle speed and acceleration; if the current state of the vehicle is a moving state, whether the vehicle speed is greater than a first vehicle speed threshold is determined; if the current state of the vehicle is a non-moving state, deactivation of the torque vector monitoring function is determined as a control strategy.

[0133] When the vehicle is in motion, it's necessary to further determine, based on vehicle speed, whether an error in calculating the torque distribution coefficient between the front and rear axles would impact vehicle safety, thereby determining the control strategy for the torque vectoring monitoring function. If the vehicle is not in motion, whether an error in calculating the torque distribution coefficient between the front and rear axles occurs will not impact vehicle safety. However, if the torque vectoring monitoring function is enabled, frequent safety responses could impair the driver's ability to control the vehicle. Therefore, the torque vectoring monitoring function is deactivated.

[0134] Optionally, the implementation of S302 can refer to Figure 2 The relevant description of S220 is not repeated here.

[0135] S303: Is the vehicle speed greater than a first vehicle speed threshold? If so, execute S304; if not, execute S305.

[0136] Exemplarily, it is determined whether the current vehicle speed is greater than a first speed threshold; if the vehicle speed is greater than the first speed threshold, activation of the control torque vector monitoring function is determined as the control strategy; if the vehicle speed is less than or equal to the first speed threshold, deactivation of the control torque vector monitoring function is determined as the control strategy.

[0137] S304 , activating the control torque vector monitoring function is determined as the control strategy.

[0138] For example, if the vehicle speed is greater than the first vehicle speed threshold, it means that the vehicle speed is high; if the front and rear axle torque distribution ratio is calculated incorrectly, it may cause a large deviation in the vehicle's driving trajectory, which may easily affect the vehicle's driving safety; therefore, the activation of the control torque vector monitoring function is determined as a control strategy to ensure that the torque vector control function can be monitored by the torque vector monitoring function in the activated state to avoid outputting an incorrect front and rear axle torque distribution ratio.

[0139] S305 , determining deactivation of the torque vector monitoring function as a control strategy.

[0140] For example, if the vehicle is currently stationary, or is in motion and its speed is less than or equal to a first speed threshold, an error in calculating the torque distribution ratio between the front and rear axles will not cause a large deviation in the vehicle's driving trajectory, that is, it will not easily affect the vehicle's driving safety; therefore, the torque vector monitoring function is controlled to be deactivated to avoid the torque vector monitoring function affecting the vehicle's handling.

[0141] Optionally, the implementation of S303 to S305 can refer to Figure 2 The relevant description of S230 is not repeated here.

[0142] S306: Determine the torque distribution coefficient between the front and rear axles through the torque vectoring control function.

[0143] For example, through the torque vectoring control function, the torque distribution coefficient of the front and rear axles is determined according to the input signals; the input signals include key signals such as vehicle speed, acceleration, wheel speed, steering wheel angle, slope and driving mode.

[0144] S307: Distribute torque between the front and rear axles based on the torque vectoring control function.

[0145] Exemplarily, when the torque vectoring monitoring function is deactivated, the front and rear axle torque distribution coefficient of the vehicle is determined according to the torque vectoring control function, and the torque distribution coefficient is sent to the vehicle's vehicle controller so that the vehicle's vehicle controller distributes the front and rear axle torque of the vehicle according to the torque distribution coefficient.

[0146] S308: Determine the target range of the front and rear axle torque distribution coefficient through the torque vectoring monitoring function.

[0147] Exemplarily, based on the torque vectoring monitoring function, a target range of the front and rear axle torque distribution coefficients is determined; the target range is a safe range of the front and rear axle torque distribution coefficients calculated by the torque vectoring monitoring function, which is used to ensure the stability of the vehicle.

[0148] S309: Is the front and rear axle torque distribution coefficient within the target range? If so, execute S310; if not, execute S312.

[0149] For example, it is determined whether the front and rear axle torque distribution coefficients are within the target range; if the front and rear axle torque distribution coefficients are within the target range, the torque vector control function is activated by controlling the torque vector monitoring function; if the front and rear axle torque distribution coefficients are not within the target range, the torque vector control function is deactivated by controlling the torque vector monitoring function.

[0150] S310, the torque vectoring control function is activated by controlling the torque vectoring monitoring function.

[0151] For example, if the front and rear axle torque distribution coefficients are within the target range, it means that the front and rear axle torque distribution coefficients are not calculated incorrectly. Therefore, the torque vectoring control function is activated by controlling the torque vectoring monitoring function (that is, the torque vectoring control function is controlled to remain activated).

[0152] S311: Distribute torque between the front and rear axles according to the front and rear axle torque distribution coefficients.

[0153] Illustratively, when the front and rear axle torque distribution coefficient of the torque vectoring control function is within the target range, the torque vectoring control function remains activated; therefore, torque is distributed to the front and rear axles according to the front and rear axle torque distribution coefficient.

[0154] S312, deactivating the torque vectoring control function through the torque vectoring monitoring function.

[0155] For example, if the front and rear axle torque distribution coefficients are not within the target range, it means that the front and rear axle torque distribution coefficients are calculated incorrectly. In order to avoid outputting an incorrect torque distribution coefficient, the torque vector control function is deactivated to avoid the output of an incorrect torque distribution coefficient affecting vehicle safety.

[0156] It should be noted that the torque vectoring control function is initially activated. If the front-to-rear axle torque distribution coefficients are calculated correctly, the torque vectoring control function remains activated through the torque vectoring monitoring function, meaning the initial state of the torque vectoring control function remains unchanged. If the front-to-rear axle torque distribution coefficients are calculated incorrectly, the torque vectoring control function is deactivated, meaning the torque vectoring control function changes from its initial activated state to its deactivated state.

[0157] S313 distributes torque to the front and rear axles through the front and rear torque distribution function.

[0158] For example, when the front and rear axle torque distribution coefficients of the torque vectoring control function are not within the target range, the torque vectoring control function is in an inactive state. Therefore, the front and rear torques are calculated by the front and rear axle torque distribution function of the vehicle controller, and the front and rear axles of the vehicle are torque distributed based on the front and rear axle torques calculated by the front and rear axle torque distribution function.

[0159] Optionally, the implementation of S306 to S313 can refer to Figure 2 The relevant description of S240 is not repeated here.

[0160] Figure 4 This is a schematic diagram of another vehicle structure provided by an embodiment of the present application. Figure 4 The illustrated vehicle architecture 400 schematically illustrates the process of safely monitoring the torque vectoring control function through the torque vectoring monitoring function from S306 to S313 .

[0161] For example, the CAN input interface module inputs key signals such as vehicle speed, acceleration, wheel speed, steering wheel angle, slope, and driving mode to the torque vectoring control monitoring module, which then outputs these key signals to the torque vectoring control function module. The torque vectoring control module calculates the front-to-rear axle torque distribution coefficient based on these key signals and sends the torque distribution coefficient to the torque vectoring control monitoring module. The torque vectoring control monitoring module calculates the target range (safety range) for the front-to-rear axle torque distribution coefficient based on these key signals and determines the torque vectoring control function activation flag based on the front-to-rear axle torque distribution coefficient and the target range. If the front-to-rear axle torque distribution coefficient is within the target range, the torque vectoring control function activation flag is set to 1; if the front-to-rear axle torque distribution coefficient is not within the target range, the torque vectoring control function activation flag is set to 0. The torque vectoring control monitoring function sends the front-to-rear axle torque distribution coefficient and the torque vectoring control function activation flag to the arbitration module. The arbitration module determines whether to output the front-to-rear axle torque distribution coefficient based on the torque vectoring control function activation flag. If the activation flag is 1, the front-to-rear axle torque distribution coefficient is output via CAN; if the activation flag is 0, the output of the front-to-rear axle torque distribution coefficient is prohibited.

[0162] In an embodiment of the present application, a determination is made based on the vehicle's status flag and the vehicle's current speed to determine whether an error in calculating the vehicle's torque distribution coefficient would affect the vehicle's driving safety. If an error in calculating the torque distribution coefficient would affect the vehicle's driving safety, the torque vectoring monitoring function is activated to prevent the output of an incorrect torque distribution coefficient, which would affect the vehicle's driving safety. If an error in calculating the torque distribution coefficient would affect the vehicle's driving safety, the torque vectoring monitoring function is deactivated to prevent the torque vectoring monitoring function from being activated in unnecessary scenarios and affecting the vehicle's controllability and safety. Furthermore, when the torque vectoring monitoring function is activated, the torque vectoring distribution coefficient obtained by the torque vectoring control function is monitored based on the target range calculated by the torque vectoring monitoring function. This ensures that an incorrect torque distribution coefficient is not output if an error in calculating the torque distribution coefficient would affect the vehicle's driving safety, thereby improving vehicle safety.

[0163] It can be understood that the technical solution of the present application can avoid the impact of the torque vectoring monitoring function on the vehicle's controllability and safety in scenarios such as the vehicle being stuck in mud or snow; when the vehicle speed cannot truly reflect the actual state of the vehicle, the acceleration and speed are combined to determine whether the vehicle is in motion. When the vehicle cannot cause personal injury, the torque vectoring monitoring function will not be enabled even if the instrument shows a high speed. By reasonably controlling the torque vectoring monitoring function, the impact of the torque vectoring monitoring function's false triggering on the vehicle's controllability and safety can be reduced.

[0164] Combined with the above Figures 1 to 4 The vehicle control method provided by the embodiment of the present application is described in detail; Figure 5 and Figure 6 The device embodiments of the present application are described in detail. It should be understood that the devices in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0165] Figure 5 It is a structural schematic diagram of a vehicle control device provided in an embodiment of the present application.

[0166] For example, Figure 5 As shown, the vehicle control device 500 includes:

[0167] An acquisition module 510 is used to acquire the current speed and acceleration of the vehicle;

[0168] Processing module 520 is used to determine the current state of the vehicle based on the current vehicle speed and acceleration; based on the current state, determine the control strategy of the vehicle's torque vectoring monitoring function, the control strategy including: controlling the activation or deactivation of the vehicle's torque vectoring monitoring function, the torque vectoring control function is used to determine the front and rear axle torque distribution coefficient of the vehicle; based on the control strategy, control the torque vectoring monitoring function.

[0169] Optionally, as an embodiment, the processing module 520 is specifically used to: determine whether the current state of the vehicle is a moving state; if the current state of the vehicle is a moving state, determine a control strategy based on the current speed of the vehicle.

[0170] Optionally, as an embodiment, the processing module 520 is specifically used to: if the current vehicle speed is greater than a first vehicle speed threshold, determine the activation of the control torque vector monitoring function as the control strategy; if the current vehicle speed is less than or equal to the first vehicle speed threshold, determine the deactivation of the control torque vector monitoring function as the control strategy.

[0171] Optionally, as an embodiment, the processing module 520 is specifically configured to: if the current state of the vehicle is a non-moving state, determine deactivation of the torque vector monitoring function as the control strategy.

[0172] Optionally, as an embodiment, the processing module 520 is specifically configured to: determine that the current state is a motion state when the current vehicle speed is greater than a second vehicle speed threshold and the vehicle acceleration is greater than a target acceleration threshold.

[0173] Optionally, as an embodiment, the processing module 520 is also used to: obtain a target torque change slope corresponding to the current driving mode based on the current driving mode of the vehicle; obtain a target acceleration threshold based on the target torque change slope and a preset mapping relationship; wherein the preset mapping relationship is used to represent the correlation between the torque change slope and the acceleration threshold, and the torque change slope is positively correlated with the acceleration threshold.

[0174] Optionally, as an embodiment, the processing module 520 is also used to: when the torque vector monitoring function is activated, control the activation or deactivation of the torque vector control function based on the torque vector monitoring function; when the torque vector monitoring function is deactivated, distribute torque to the front and rear axles of the vehicle based on the torque vector control function.

[0175] Optionally, as an embodiment, the processing module 520 is specifically used to: determine the front and rear axle torque distribution coefficients of the vehicle through the torque vectoring control function; determine the target range of the front and rear axle torque distribution coefficients through the torque vectoring monitoring function; if the front and rear axle torque distribution coefficients are within the target range, control the torque vectoring control function to be activated through the torque vectoring monitoring function; if the front and rear axle torque distribution coefficients are not within the target range, control the torque vectoring control function to be deactivated through the torque vectoring monitoring function.

[0176] Optionally, as an embodiment, the processing module 520 is further configured to: distribute torque to the front and rear axles of the vehicle based on the front and rear axle torque distribution function of the vehicle when the torque vectoring control function is deactivated.

[0177] It should be noted that the above-mentioned vehicle control device is embodied in the form of a functional unit. The term "module" here can be implemented in the form of software and / or hardware, and is not specifically limited to this.

[0178] For example, a "module" may be a software program, a hardware circuit, or a combination of the two that implements the aforementioned functionality. The hardware circuit may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (e.g., a shared processor, a dedicated processor, or a group of processors) and memory for executing one or more software or firmware programs, combined logic circuits, and / or other suitable components that support the described functionality.

[0179] Therefore, the units of each example described in the embodiments of this application can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0180] Figure 6 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0181] Exemplarily, vehicle 600 includes a processor 610 , a memory 620 , and executable program code 630 .

[0182] Exemplarily, the vehicle 600 includes one or more processors 610, which can support the vehicle 600 in implementing the vehicle control method in the method embodiment. The processor 610 can be a general-purpose processor or a special-purpose processor. For example, the processor 610 can be a central processing unit (CPU), a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic devices, such as discrete gates, transistor logic devices, or discrete hardware components.

[0183] For example, the processor 610 can be used to control the vehicle 600, execute software programs, and process data of the software programs. The vehicle 600 can also include a communication unit to implement signal input (reception) and output (transmission).

[0184] Exemplarily, the vehicle 600 may include one or more memories 620 on which executable program code 630 is stored. The executable program code 630 can be executed by the processor 610 to generate instructions so that the processor 610 executes the vehicle control method described in the above method embodiment according to the instructions.

[0185] Optionally, data may be stored in the memory 620. Optionally, the processor 610 may read data stored in the memory 620. The data may be stored at the same storage address as the executable program code 630, or may be stored at a different storage address from the executable program code 630.

[0186] Exemplarily, the processor 610 and the memory 620 may be provided separately or integrated together, for example, integrated on a system on chip (SOC) of the terminal device.

[0187] Exemplarily, the memory 620 can be used to store relevant programs of the vehicle control method provided in the embodiment of the present application, and the processor 620 can be used to call the executable program code 630 stored in the memory 620 when controlling the vehicle to execute the vehicle control method of the embodiment of the present application; for example, obtain the current vehicle speed and acceleration of the vehicle; based on the current vehicle speed and the acceleration, determine the current state of the vehicle; based on the current state, determine the control strategy of the torque vector monitoring function of the vehicle, the control strategy including: controlling the activation or deactivation of the torque vector monitoring function of the vehicle, the torque vector control function is used to determine the front and rear axle torque distribution coefficient of the vehicle; based on the control strategy, control the torque vector monitoring function.

[0188] The present application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle control method of any of the aforementioned embodiments.

[0189] Among them, computer-readable storage media may include, but are not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROMs), microdrives and magneto-optical disks, Read-Only Memory (ROMs), Random Access Memory (RAMs), Erasable Programmable Read-Only Memory (EPROMs), Electrically Erasable Programmable Read-Only Memory (EEPROMs), Dynamic Random Access Memory (DRAMs), Video Random Access Memory (VRAMs), flash memory devices, magnetic or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0190] The present application also provides a computer program product. When the computer program product is run on a computer, it enables the computer to execute the above-mentioned related steps to implement a vehicle control method in the above-mentioned embodiment.

[0191] In addition, the vehicle provided in the embodiments of the present application can specifically be a chip, component or module, and the vehicle may include a connected processor and memory; wherein the memory is used to store instructions, and when the vehicle is running, the processor can call and execute the instructions so that the chip executes a vehicle control method in the above embodiments.

[0192] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding vehicle control method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding vehicle control method provided above, and will not be repeated here.

[0193] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0194] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0195] The above content is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A vehicle control method, characterized in that: The method comprises: Obtaining the current speed and acceleration of the vehicle; determining a current state of the vehicle based on the current vehicle speed and the acceleration; Determining a control strategy for a torque vectoring monitoring function of the vehicle based on the current state, the control strategy comprising: controlling activation or deactivation of a torque vectoring monitoring function of the vehicle, the torque vectoring control function being used to determine a torque distribution coefficient between front and rear axles of the vehicle; Based on the control strategy, the torque vectoring monitoring function is controlled.

2. The method according to claim 1, characterized in that Determining a control strategy for a torque vectoring monitoring function of the vehicle based on the current state includes: Determining whether the current state of the vehicle is a moving state; If the current state of the vehicle is the moving state, the control strategy is determined based on the current speed of the vehicle.

3. The method according to claim 2, characterized in that The determining of the control strategy based on the current speed of the vehicle includes: If the current vehicle speed is greater than a first vehicle speed threshold, activating the torque vectoring monitoring function is determined as the control strategy; If the current vehicle speed is less than or equal to the first vehicle speed threshold, deactivating the torque vectoring monitoring function is determined as the control strategy.

4. The method according to claim 2, characterized in that Also includes: If the current state of the vehicle is a non-moving state, deactivating the torque vector monitoring function is determined as the control strategy.

5. The method according to claim 1, wherein The determining the current state of the vehicle based on the current vehicle speed and the acceleration includes: When the current vehicle speed is greater than a second vehicle speed threshold and the acceleration of the vehicle is greater than a target acceleration threshold, the current state is determined to be a motion state.

6. The method according to claim 5, characterized in that Also includes: Based on a current driving mode of the vehicle, obtaining a target torque change slope corresponding to the current driving mode; Obtaining the target acceleration threshold based on the target torque change slope and a preset mapping relationship; The preset mapping relationship is used to represent the correlation between the torque change slope and the acceleration threshold, and the torque change slope is positively correlated with the acceleration threshold.

7. The method according to claim 1, characterized in that Also includes: When the torque vector monitoring function is activated, controlling the torque vector control function to be activated or deactivated based on the torque vector monitoring function; When the torque vector monitoring function is deactivated, torque is distributed between the front and rear axles of the vehicle based on the torque vector control function.

8. The method according to claim 7, characterized in that The controlling the activation or deactivation of the torque vectoring control function based on the torque vectoring monitoring function includes: Determining the front and rear axle torque distribution coefficient of the vehicle through the torque vectoring control function; determining a target range of the front and rear axle torque distribution coefficients through the torque vectoring monitoring function; If the front and rear axle torque distribution coefficient is within the target range, activating the torque vectoring control function is controlled by the torque vectoring monitoring function; If the front and rear axle torque distribution coefficient is not within the target range, the torque vectoring control function is controlled to be deactivated through the torque vectoring monitoring function.

9. A vehicle control device, characterized in that: The device comprises: An acquisition module, configured to acquire the current speed and acceleration of the vehicle; A processing module is used to determine a current state of the vehicle based on the current vehicle speed and the acceleration; determine a control strategy for a torque vectoring monitoring function of the vehicle based on the current state, the control strategy including: controlling activation or deactivation of the torque vectoring monitoring function of the vehicle, the torque vectoring control function being used to determine a front and rear axle torque distribution coefficient of the vehicle; and controlling the torque vectoring monitoring function based on the control strategy.

10. A vehicle, characterized in that: The vehicle comprises: a memory for storing executable program code; A processor is configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

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