Control method, control device, and vehicle

Abstract

The application provides a control method and device of a vehicle and the vehicle, and relates to the technical field of vehicle control. The method comprises the following steps: acquiring a current speed and acceleration of the vehicle; determining a current state of the vehicle based on the current speed and acceleration; determining a control strategy of a torque vector monitoring function of the vehicle based on the current state, wherein the control strategy comprises: controlling the torque vector monitoring function of the vehicle to be activated or deactivated, and the torque vector control function is used for determining front and rear axle torque distribution coefficients of the vehicle; and controlling the torque vector monitoring function based on the control strategy. The method can reasonably control the activation or deactivation of the torque vector monitoring function, reduce the influence of the torque vector monitoring function on the controllability of the vehicle, and improve the safety of the vehicle.

Description

Technical Field

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

[0002] Due to factors such as the difference in radii between the inner and outer wheel rims, the vehicle's forward inertia, and the coefficient of friction between the wheels and the ground, vehicles actually exhibit a certain degree of cornering deviation during cornering, thus affecting vehicle handling. Existing technologies typically address this issue through torque vectoring control. When the vectoring control function is activated, the front and rear axle torque distribution ratio is output to the vehicle controller to distribute torque between the front and rear axles. This dynamic adjustment of the front and rear axle torque distribution ratio regulates the vehicle's attitude. Simultaneously, a torque vectoring monitoring function provides safety monitoring of the torque vectoring control function.

[0003] However, activating the torque vector monitoring function in unnecessary scenarios to monitor the torque vector control function may affect vehicle handling and thus vehicle safety. Therefore, how to reasonably control the torque vector monitoring function to improve vehicle safety is a technical problem that needs to be solved. Summary of the Invention

[0004] This application provides a vehicle control method, control device, and vehicle. The method rationally controls the activation or deactivation of the torque vector monitoring function according to the current state of the vehicle, thereby reducing the impact of the torque vector monitoring function on vehicle handling and improving vehicle safety.

[0005] Firstly, a method for controlling a vehicle is provided, the method comprising:

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

[0007] Determine the vehicle's current state based on its current speed and acceleration;

[0008] Based on the current state, determine the control strategy for the vehicle's torque vector monitoring function. The control strategy includes: activating or deactivating the vehicle's torque vector monitoring function. The torque vector control function is used to determine the torque distribution coefficient between the front and rear axles of the vehicle.

[0009] Based on the control strategy, control torque vector monitoring function.

[0010] It should be noted that the torque vector monitoring function is used to control the activation or deactivation of the torque vector control function based on the torque vector distribution coefficient of the torque vector control function. When the torque distribution coefficient calculated by the torque vector control function is not within the safe range, it is determined that the torque distribution coefficient calculated by the torque vector control function is incorrect, and the torque vector control function is deactivated. When the torque distribution coefficient calculated by the torque vector control function is within the safe range, it is determined that the torque distribution coefficient calculated by the torque vector control function is correct, and the torque vector control function is activated.

[0011] In the embodiments of this application, a control strategy for the torque vector monitoring function is determined based on the current state of the vehicle, and the torque vector monitoring function is controlled according to this strategy. Since the torque vector monitoring function needs to monitor the torque vector control function when an error in the torque distribution coefficient calculation would affect vehicle driving safety, monitoring the torque vector control function when the torque distribution coefficient does not affect vehicle driving safety could potentially affect vehicle handling, thereby impacting vehicle safety. Therefore, this solution determines whether the current activation of the torque vector monitoring function will affect vehicle handling and driving safety based on the vehicle's current state; thus, it reasonably controls the activation or deactivation of the torque vector monitoring function, avoiding the impact on vehicle handling and safety when activating the torque vector monitoring function in unnecessary scenarios.

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

[0013] Determine whether the vehicle is currently in motion;

[0014] If the vehicle is currently in motion, a control strategy is determined based on the vehicle's current speed.

[0015] In the embodiments of this application, if the vehicle is currently in motion, the torque vector monitoring function is activated or deactivated based on the current vehicle speed; this ensures that the vehicle speed can be considered to determine whether an error in the current torque distribution coefficient calculation will affect the vehicle's driving safety, thereby determining whether it is appropriate to activate the torque vector monitoring function; and ensuring reasonable control over the activation or deactivation of the torque vector control function.

[0016] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, a control strategy is determined based on the vehicle's current speed, including:

[0017] If the current vehicle speed is greater than the first vehicle speed threshold, the control torque vector monitoring function will be activated and determined as the control strategy.

[0018] If the current vehicle speed is less than or equal to the first vehicle speed threshold, the control torque vector monitoring function will be deactivated as the control strategy.

[0019] In the embodiments of this application, if the current vehicle speed is greater than a first vehicle speed threshold, it indicates that the vehicle speed is high. If the front and rear axle torque distribution ratio is calculated incorrectly, it may cause a significant deviation in the vehicle's trajectory, which could easily affect the vehicle's driving safety. Therefore, the control strategy is to activate the torque vector monitoring function to monitor the torque vector control function and avoid outputting an incorrect front and rear axle torque distribution ratio. If the current vehicle speed is less than or equal to the first vehicle speed threshold, it indicates that the vehicle speed is low. If the front and rear axle torque distribution ratio is calculated incorrectly, it will not cause a significant deviation in the vehicle's trajectory, meaning it is unlikely to affect the vehicle's driving safety. Therefore, the control strategy is to deactivate the torque vector monitoring function to avoid the torque vector monitoring function affecting the vehicle's handling.

[0020] In conjunction with the first aspect, some implementations of the first aspect also include: if the current state of the vehicle is not moving, determining the deactivation of the control torque vector monitoring function as a control strategy.

[0021] In the embodiments of this application, if the status flag indicates a non-moving state, since the torque distribution ratio calculation error is unlikely to affect the vehicle's driving safety when the vehicle is in a non-moving state, the control torque vector monitoring function is determined as the 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] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, the current state of the vehicle is determined based on the current vehicle speed and acceleration, including:

[0023] When the vehicle's current speed is greater than the second speed threshold and the vehicle's acceleration is greater than the target acceleration threshold, the current state is determined to be a motion state.

[0024] In the embodiments of this application, vehicle speed is usually obtained based on wheel speed. If the vehicle is stuck or skidding, the speed obtained from wheel speed is higher, but the vehicle may actually be stationary. Determining whether the vehicle is in motion solely based on speed may lead to incorrect judgment of the vehicle's current state. Therefore, the current state of the vehicle is determined by combining its current speed and acceleration to ensure accurate judgment of whether the vehicle is in motion and avoid misjudgment of the vehicle's current state.

[0025] In conjunction with the first aspect and the above implementation methods, some implementation methods of the first aspect also include:

[0026] Based on the vehicle's current driving mode, the slope of the target torque change corresponding to the current driving mode is obtained;

[0027] The target acceleration threshold is obtained based on the slope of the target torque change and the preset mapping relationship;

[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 and the acceleration threshold are positively correlated.

[0029] In the embodiments of this application, since the torque change slope of the vehicle differs under different driving modes, and the acceleration thresholds corresponding to different torque change slopes are different, the target torque change slope corresponding to the current driving mode is obtained based on the current driving mode of the vehicle. This allows the determination of the current target acceleration threshold based on the target torque change slope and a preset mapping relationship. Because the transient changes in engine output power are more drastic when the torque change slope is large, if the vehicle's wheels are in a slipping, spinning state, judging by the conventional acceleration threshold might misjudge the slipping vehicle as in motion. Therefore, a larger torque change slope corresponds to a larger acceleration threshold, i.e., the torque change slope and the acceleration threshold are positively correlated, ensuring that a more suitable target acceleration threshold can be obtained based on the current driving mode of the vehicle.

[0030] In conjunction with the first aspect and the above implementation methods, some implementation methods of the first aspect also include:

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

[0032] In the event that the torque vector monitoring function is inactive, torque is distributed between the front and rear axles of the vehicle based on the torque vector control function.

[0033] In the embodiments of this application, when the torque vector monitoring function is activated, the torque vector control function is activated or deactivated by the torque vector monitoring function to avoid the torque vector control function outputting unexpected erroneous torque distribution coefficients. When the torque vector monitoring function is deactivated, the torque distribution coefficient will not affect the vehicle's driving safety. Therefore, the torque distribution between the front and rear axles of the vehicle is based on the torque vector control function to avoid excessive intervention of the torque vector monitoring function affecting the vehicle's handling.

[0034] Combining the first aspect and the above implementation methods, in some implementation methods of the first aspect, based on the torque vector monitoring function, the torque vector control function is activated or deactivated, including:

[0035] The torque vector control function determines the torque distribution coefficient between the front and rear axles of the vehicle.

[0036] The target range of the front and rear axle torque distribution coefficients is determined by the torque vector monitoring function.

[0037] 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.

[0038] If the torque distribution coefficients of the front and rear axles are not within the target range, the torque vector control function will be deactivated through the torque vector monitoring function.

[0039] In the embodiments of this application, the target range is the safe range of the front and rear axle torque distribution coefficients calculated by the torque vector monitoring function, 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 means that the front and rear axle torque distribution coefficients are not calculated incorrectly, therefore, the torque vector control function is activated (and kept active) through the torque vector monitoring function; 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 incorrect torque distribution coefficients, the torque vector control function is deactivated to avoid the incorrect torque distribution coefficients affecting vehicle safety.

[0040] In conjunction with the first aspect and the above implementation methods, some implementation methods of the first aspect also include:

[0041] In the event that the torque vector 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.

[0042] In the embodiments of this application, when the torque vector control function is deactivated, the torque is distributed between the front and rear axles of the vehicle according to the front and rear axle torque distribution function; this ensures that even when the torque vector control function is deactivated, the vehicle can still determine the front and rear axle distribution coefficients according to the front and rear axle torque distribution function, thereby achieving torque distribution between the front and rear axles of the vehicle.

[0043] Secondly, a vehicle control device is provided, the control device comprising:

[0044] The acquisition module is used to acquire the vehicle's current speed and acceleration;

[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, it determines the control strategy for the vehicle's torque vector monitoring function, the control strategy including: controlling the activation or deactivation of the vehicle's torque vector monitoring function, the torque vector control function is used to determine the torque distribution coefficient between the front and rear axles of the vehicle; and based on the control strategy, it controls the torque vector monitoring function.

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

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

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

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

[0050] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the processing module is further 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 and the acceleration threshold are positively correlated.

[0051] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the processing module is further configured to: when the torque vector monitoring function is activated, control 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, distribute torque to the front and rear axles of the vehicle based on the torque vector control function.

[0052] In conjunction with the second aspect and the above implementation methods, in some 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 vector control function; determine the target range of the front and rear axle torque distribution coefficients through the torque vector monitoring function; if the front and rear axle torque distribution coefficients are within the target range, activate the torque vector control function through the torque vector monitoring function; if the front and rear axle torque distribution coefficients are not within the target range, deactivate the torque vector control function through the torque vector monitoring function.

[0053] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the processing module is also used to: in the case of the torque vector control function being inactive, to perform torque distribution on the front and rear axles of the vehicle based on the torque distribution function of the front and rear axles of the vehicle.

[0054] Thirdly, a vehicle is provided, including a memory and a processor, the memory for storing executable program code, and the processor for calling and running the executable program code from the memory, causing the vehicle to perform the methods of the first aspect or any possible implementation thereof.

[0055] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0056] Fifthly, a computer-readable storage medium is provided that stores a computer program, which, when executed, implements the method described in the first aspect or any possible implementation thereof. Attached Figure Description

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

[0058] Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application;

[0059] Figure 3 This is a schematic flowchart of another vehicle control method provided in an embodiment of this application;

[0060] Figure 4 This is a schematic diagram of another vehicle architecture provided in an embodiment of this application;

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

[0062] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0063] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0064] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0065] With the development of new energy technologies, vehicle drive has shifted from traditional engine-driven to a multi-power source form that combines engine and electric motor drive, which also provides more possibilities for the design of vehicle stability functions. Taking a vehicle with a four-wheel hub motor drive and multiple rear axle motors as an example, new functions such as Torque Vector Control (TCV), Rear Wheel Drive (RWD), and Vehicle Motion Control (VMC) have been designed to improve the vehicle's lateral stability and handling, aiming to enhance the vehicle's handling and stability in four-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 coefficients (i.e., the front and rear axle torque distribution ratio) based on the steering wheel angle signal. However, due to the difference in the inner and outer radii of the wheels, the vehicle's forward inertia, and the coefficient of friction between the wheels and the ground, the vehicle will actually experience a certain degree of turning deviation during the turning process, thus affecting vehicle handling. Related technologies typically address this issue through torque vector control (TVC). TVC calculates the front and rear axle torque distribution coefficients based on information such as vehicle speed, steering wheel angle, actual lateral acceleration, actual longitudinal acceleration, vehicle slip ratio, and driving mode. When the vector control function is active, the front and rear axle torque distribution coefficients are output to the vehicle controller (VCU) to distribute torque between the front and rear axles, dynamically adjusting the front and rear axle torque distribution ratio to regulate vehicle attitude. Simultaneously, to prevent errors in the torque distribution coefficients calculated by the TVC function from affecting vehicle safety, a torque vector monitoring function is used to monitor the torque vector control function for safety.

[0067] It should be noted that the torque vector monitoring function is used to control the activation or deactivation of the torque vector control function based on the torque vector distribution coefficient of the torque vector control function. When the torque distribution coefficient calculated by the torque vector control function is not within the safe range, it is determined that the torque distribution coefficient calculated by the torque vector control function is incorrect, and the torque vector control function is deactivated. When the torque distribution coefficient calculated by the torque vector control function is within the safe range, it is determined that the torque distribution coefficient calculated by the torque vector control function is correct, and the torque vector control function is activated.

[0068] However, activating the torque vector monitoring function and monitoring the torque vector control function in unnecessary scenarios may affect vehicle handling and thus vehicle safety. For example, if the torque distribution coefficient calculated by the torque vector control function based on the output signal is not within the safe range, it will not affect vehicle safety. However, if the torque vector monitoring function is currently enabled, it will deactivate the torque vector control function, causing it to be unable to distribute torque between the front and rear axles according to the driver's operation. This will reduce the driver's control over the vehicle and thus affect vehicle safety.

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

[0070] In view of this, this application provides a vehicle control method, control device, and vehicle. The method can determine a control strategy for the torque vector monitoring function based on the current state of the vehicle, and control the activation or deactivation of the torque vector monitoring function according to the control strategy. Based on the current state of the vehicle, it determines whether the current activation of the torque vector monitoring function will affect the vehicle's handling and driving safety; thus, it reasonably controls the activation or deactivation of the torque vector monitoring function, avoiding the impact on the vehicle's handling and safety when activating the torque vector monitoring function in unnecessary scenarios.

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

[0072] For example, such as Figure 1The vehicle architecture 100 shown is the control architecture for the vehicle torque vector monitoring function. The Controller Area Network (CAN) is used to exchange information between the various electronic control units of the vehicle. An AND gate represents a basic logic gate; it outputs when all input parameters meet the 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 status flag. A selection switch is used to determine the vector control monitoring flag based on the vehicle speed and the motion status flag. The activation or deactivation of the torque vector monitoring layer is controlled based on the vector control monitoring flag.

[0073] For example, signals are sent to the input interface module via CAN input. These signals include key signals such as vehicle speed, acceleration, wheel speed, steering wheel angle, slope, and driving mode. The torque vector monitoring function receives these key signals as judgment conditions; it makes judgments based on vehicle speed and acceleration; when both vehicle speed and acceleration meet the conditions (e.g., vehicle speed greater than 10 km / h, acceleration greater than 1 m / s²), a judgment is made. 2 The RS trigger is activated, outputting a vehicle motion status flag of 1 (indicating the vehicle is in motion). When the vehicle speed or acceleration conditions are not met, the motion status flag is output as 0 (indicating the vehicle is not in motion). When the vehicle speed indicates the vehicle is stationary (e.g., speed less than a preset speed, such as 2 km / h), the RS trigger is reset, and the vehicle motion status flag is output as 0. The selector switch determines the vehicle based on the motion status flag and vehicle speed. When the motion status flag is 1 and the vehicle speed is greater than a first speed threshold (e.g., 35 km / h), the vector control monitoring flag is activated, i.e., the torque vector monitoring function is activated. When the vehicle speed does not exceed the first speed threshold, the vector control monitoring flag is deactivated, i.e., the torque vector monitoring function is deactivated. When the vehicle motion status flag is 0, the vehicle speed condition is no longer considered, and the vector control monitoring flag is deactivated.

[0074] Optionally, the above example uses a first vehicle speed threshold of 35 km / h; in the embodiments of this application, the first vehicle speed threshold may also be 36 km / h, 38 km / h or 40 km / h, etc., and this application does not limit the specific value of the first vehicle speed threshold.

[0075] Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.

[0076] For example, Figure 2 The method 200 shown can be executed by the vehicle; or by the vehicle's vehicle controller; 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 are described in detail below.

[0078] S210, obtain the vehicle's current speed and acceleration.

[0079] For example, the vehicle's wheel speed is monitored by wheel speed sensors, and the vehicle 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 vehicle's center of gravity.

[0080] S220 determines the current state of the vehicle based on its current speed and acceleration.

[0081] The current state of the vehicle includes whether it is in motion or not.

[0082] In one implementation, the current state is determined to be a moving state when the vehicle's current speed is greater than a second speed threshold and the vehicle's acceleration is greater than a target acceleration threshold. The current state is determined to be a stationary state when the vehicle's current speed is less than or equal to the second speed threshold, or when the vehicle's acceleration is less than or equal to the target acceleration threshold.

[0083] Understandably, since vehicle speed is usually derived from wheel speed, if a vehicle is stuck or skidding, its wheels are spinning freely, resulting in a higher speed reading based on wheel speed; however, the vehicle may actually be stationary. Determining a vehicle's status solely based on speed could lead to inaccurate status indicators (e.g., wheel speed indicating movement when the wheels are spinning, but the vehicle is actually stationary). Therefore, a comprehensive assessment of both current speed and acceleration is necessary to determine vehicle movement, avoiding misjudgments of its motion and ensuring accurate status indicators.

[0084] For example, the second vehicle speed threshold is 10 km / h, and the target acceleration threshold is 1 m / s². 2 If the vehicle speed is less than 2 km / h, the vehicle is considered stationary; if the vehicle speed gradually increases to greater than 10 km / h, and the vehicle acceleration is less than 1 m / s², the vehicle is considered stationary. 2 Since the acceleration is less than the target acceleration threshold, the vehicle speed may be calculated from the wheel speed during wheel spinning and does not represent the vehicle's actual motion state. Therefore, the vehicle is determined to be in a stationary state. If the vehicle speed gradually increases to greater than 10 km / h and the acceleration is greater than 1 m / s², the vehicle is considered stationary.2 The vehicle is in motion, meaning the status flag indicates that the vehicle is currently in motion.

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

[0086] Optionally, the target acceleration threshold can be a pre-calibrated fixed value; or based on the vehicle's current driving mode, the target torque change slope corresponding to the current driving mode is obtained; and 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 and the acceleration threshold are positively correlated.

[0087] Understandably, the torque change slope is used to represent the rate of change of vehicle torque. A larger torque change slope indicates a faster rate of torque change (i.e., more drastic transient changes), while a smaller torque change slope indicates a slower rate of torque change (i.e., more gradual transient changes). Because the transient changes in engine output power are more drastic when the torque change slope is large, if the vehicle's wheels are spinning freely, the angular velocity of the spinning wheels might be incorrectly calculated as the vehicle's actual acceleration. If judged according to the conventional acceleration threshold, a vehicle in a spinning state might be misjudged as being in motion. Therefore, a larger torque change slope corresponds to a larger acceleration threshold; that is, the torque change slope and the acceleration threshold are positively correlated. Thus, by obtaining the target torque change slope corresponding to the current driving mode, a more suitable 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 obtained based on the vehicle's current driving mode and a first mapping relationship, whereby the first mapping relationship represents the association between different vehicle driving modes and different acceleration thresholds. Specifically, the vehicle's current driving mode signal serves as the input to a two-dimensional map table, which outputs the target acceleration threshold corresponding to the current driving mode signal.

[0089] For example, when the vehicle is in Eco mode (or Energy Saving mode), the torque change slope is relatively small, and the corresponding target acceleration threshold can be 0.8 m / s². 2 When the vehicle's driving mode is normal, the corresponding target acceleration threshold can be 1 m / s². 2 When the vehicle's driving mode is Sport (or Track), the torque change slope is relatively large, corresponding to a target acceleration of 1.3 m / s².2 .

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

[0091] Optionally, a status flag can be used to represent the current state of the vehicle; the vehicle status flag (used to indicate whether the vehicle is in motion or not) is determined based on the vehicle's speed and acceleration, and the vehicle status flag is stored in the register or memory of the vehicle's electronic control unit. This status flag is the core mechanism for real-time communication, coordinated control, and fault diagnosis of various systems in the vehicle (such as engine, transmission, body control, etc.).

[0092] For example, the current state of the vehicle is determined by reading the status flag bits stored in the electronic control unit, that is, whether the vehicle is in motion is determined based on the vehicle's status flag bits. For example, the status flag bits can be 1 or 0; when the status flag bit is 1, it indicates that the current state of the vehicle is in motion. When the status flag bit is 0, it indicates that the current state of the vehicle is not in motion; that is, different values ​​of the status flag bits indicate different states of the vehicle.

[0093] Optionally, the status flags include multiple flags, and each flag corresponds to a vehicle state, including a moving state, a stationary state, and a standby state (both stationary and standby states are non-moving states). Each status flag can be 1 or 0. When a flag is 1, it indicates that the corresponding state is active; when a flag is 0, it indicates that the corresponding state is inactive. For example, a flag of 1 for the moving state indicates that the vehicle is in motion, and a flag of 0 for the moving state indicates that the vehicle is not in motion; similarly, a flag of 1 for the stationary state indicates that the vehicle is stationary, and a flag of 0 for the stationary state indicates that the vehicle is not stationary.

[0094] S230 determines the control strategy for the vehicle's torque vector monitoring function based on the current state.

[0095] The control strategy includes: activating or deactivating the torque vector monitoring function of the vehicle, which is used to determine the torque distribution coefficient between the front and rear axles of the vehicle.

[0096] It should be noted that the torque vector monitoring function is used to control the vehicle's torque vector control function, which in turn determines the torque distribution coefficient between the front and rear axles. Specifically, the torque vector monitoring function activates or deactivates the torque vector control function based on its calculated torque vector distribution coefficient. If the calculated torque distribution coefficient is outside the safe range, the function is deemed incorrect and deactivated. Conversely, if the calculated torque distribution coefficient is within the safe range, the function is deemed to be correct and activated.

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

[0098] Understandably, if the vehicle is currently in motion, the torque vectoring monitoring function is activated or deactivated based on the vehicle's current speed. This ensures that the system can consider the vehicle's speed to determine if an error in the current torque distribution coefficient calculation would affect driving safety, thereby determining whether it is appropriate to activate the torque vectoring monitoring function and ensuring reasonable control over its activation or deactivation.

[0099] Specifically, if the current vehicle speed is greater than the first vehicle speed threshold, the control torque vector monitoring function will be activated and determined as the control strategy; if the current vehicle speed is less than or equal to the first vehicle speed threshold, the control torque vector monitoring function will be deactivated and determined as the control strategy.

[0100] The first vehicle speed threshold is a speed threshold used to determine whether an error in the calculation of the front and rear axle torque distribution coefficient will affect vehicle safety. This first vehicle speed threshold can be a speed threshold obtained through prior experimental calibration.

[0101] For example, the first vehicle speed threshold is 35 km / h. When the vehicle's current state is determined to be in motion, if the vehicle's current speed reaches 35 km / h, the torque vector monitoring function is activated to monitor the torque vector control function for safety. If the vehicle's current speed does not reach 35 km / h, even if the front and rear axle torque distribution coefficients are calculated incorrectly, it will not affect the vehicle's driving safety. If the torque vector control function is monitored for safety, it will prevent the corresponding torque distribution coefficient from being output, i.e., the driver's control over the vehicle will be reduced. Therefore, the torque vector monitoring function is deactivated to avoid affecting the vehicle's handling.

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

[0103] In the embodiments of this application, if the current vehicle speed is greater than a first vehicle speed threshold, it indicates 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 could easily affect the vehicle's driving safety. Therefore, the torque vector monitoring function is activated. The torque vector monitoring function monitors the torque vector control function to avoid outputting an incorrect front and rear axle torque distribution ratio. If the current vehicle speed is less than or equal to the first vehicle speed threshold, it indicates that the vehicle speed is low. If the front and rear axle torque distribution ratio is calculated incorrectly, it will not cause a large deviation in the vehicle's driving trajectory; that is, it is unlikely to affect the vehicle's driving safety. Therefore, the torque vector monitoring function is deactivated to avoid the torque vector monitoring function affecting the vehicle's handling.

[0104] Optionally, if the vehicle is currently in a stationary state, deactivating the torque vector monitoring function is determined as the control strategy.

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

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

[0107] The control strategies include: activating or deactivating the torque vector monitoring function of the vehicle; if the control strategy is to activate the torque vector monitoring function, then activate the torque vector monitoring function; if the control strategy is to deactivate the torque vector monitoring function, then deactivate the torque vector monitoring function.

[0108] In one implementation, when the torque vector monitoring function is activated, the torque vector control function is 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.

[0109] For example, based on the torque vector control function, torque is distributed between the front and rear axles of the vehicle. That is, the torque vector 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 between the front and rear axles of the vehicle according to the front and rear axle torque distribution coefficients.

[0110] Understandably, when the torque vectoring monitoring function is activated, it controls the activation or deactivation of the torque vectoring control function (i.e., it monitors the torque vectoring control function for safety) to prevent the torque vectoring control function from outputting unexpected or erroneous torque distribution coefficients. When the torque vectoring monitoring function is deactivated, the torque distribution coefficient will not affect the vehicle's driving safety. Therefore, the torque distribution between the front and rear axles is based on the torque vectoring control function to prevent excessive intervention by the torque vectoring monitoring function from affecting the vehicle's handling.

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

[0112] For example, the method for determining the front and rear axle torque distribution coefficients by torque vector control is illustrated as follows: The torque vector 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 vector control function calculates the road adhesion coefficient using the recursive least squares method based on the input signals; then, it calculates the longitudinal forces of the front and rear axles according to the load transfer formula; combining the dynamic model and safety boundary, it determines the front axle torque distribution coefficient (usually represented by k) and the rear axle torque distribution coefficient (usually represented by 1-k) through model prediction.

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

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

[0115] Optionally, the road surface friction coefficient and various constraints are determined based on the difference between wheel speed and vehicle speed in the input signal. These constraints include: tire adhesion limit (tire longitudinal adhesion needs to meet friction circle constraints), yaw stability constraints (the influence of torque distribution on yaw moment needs to be less than the yaw moment limit), and constraints on gradient and gravity components (on steep slopes, the front and rear axle torque distribution coefficients need to be limited to avoid insufficient torque on the front or rear axle). 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 meet the above constraints is determined as the target range of the torque distribution coefficients.

[0116] It should be noted that the above is an illustrative explanation of the calculation process for the target range of the torque distribution coefficient, and this application does not limit the specific method for calculating the torque distribution coefficient.

[0117] Understandably, when distributing torque between the front and rear axles of a vehicle, the torque distribution coefficient between the front and rear axles is constrained by the calculated target range to ensure that the torque vector control function does not output an excessively large or small unexpected torque distribution coefficient.

[0118] For example, when a vehicle is navigating a curve, if the torque vectoring monitoring function calculates a torque distribution coefficient between 0.4 and 0.55 (the target range for front and rear axle torque distribution coefficients) based on the input signal, the vehicle can safely and smoothly navigate the curve. If the torque vectoring control function calculates a torque distribution coefficient of 0.65, which is outside the target range, the torque vectoring monitoring function deactivates the torque vectoring control function to ensure that this torque distribution coefficient is not sent to the vehicle's overall controller. If the torque vectoring control function calculates a torque distribution coefficient of 0.5 (within the target range), the torque vectoring monitoring function keeps the torque vectoring control function active, ensuring that this torque distribution coefficient is sent to the vehicle's overall controller so that the vehicle controller can distribute torque between the front and rear axles according to this coefficient.

[0119] In the embodiments of this application, 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 have not been calculated incorrectly. Therefore, the torque vector control function is activated (and kept active) 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 have been calculated incorrectly. To avoid outputting incorrect torque distribution coefficients, the torque vector control function is deactivated to prevent the output of incorrect torque distribution coefficients from affecting vehicle safety.

[0120] It should be noted that if the front and rear axle torque distribution coefficients are not calculated incorrectly, the torque vector control function will be activated through the torque vector monitoring function; if the front and rear axle torque distribution coefficients are calculated incorrectly, the torque vector control function will be deactivated. Specifically, when the torque vector control function is activated, it outputs the front and rear axle torque distribution coefficients calculated by the torque vector control function; when the torque vector control function is deactivated, it does not output the front and rear axle torque distribution coefficients calculated by the torque vector control function. In other words, whether the torque vector control function is activated or deactivated does not affect the calculation of the front and rear axle torque distribution coefficients, but rather affects whether the front and rear axle torque distribution coefficients calculated by the torque vector control function can be output correctly.

[0121] Optionally, the above method further includes: in the event that the torque vector control function is deactivated, distributing torque between the front and rear axles of the vehicle based on the front and rear axle torque distribution function of the vehicle.

[0122] For example, the front-to-rear torque distribution function is a feature within the vehicle controller used to adjust the front-to-rear axle torque distribution coefficient based on the steering wheel angle signal. The torque vector control function has a higher priority than the front-to-rear axle torque distribution function. When the torque vector control function is active, torque distribution is performed between the front and rear axles of the vehicle based on the torque vector control function; when the torque vector control function is deactivated, torque distribution is performed between the front and rear axles of the vehicle based on the front-to-rear axle torque distribution function.

[0123] In the embodiments of this application, when the torque vector control function is deactivated, the torque is distributed between the front and rear axles of the vehicle according to the front and rear axle torque distribution function. This ensures that even when the torque vector control function is deactivated, the vehicle can still determine the front and rear axle distribution coefficients according to the front and rear axle torque distribution function, thereby achieving torque distribution between the front and rear axles of the vehicle.

[0124] In the above embodiments, a control strategy for the torque vector monitoring function is determined based on the vehicle's current state, and the torque vector monitoring function is controlled according to this strategy. Since the torque vector monitoring function needs to monitor the torque vector control function when an error in the torque distribution coefficient calculation would affect vehicle driving safety, monitoring the torque vector control function when the torque distribution coefficient does not affect vehicle driving safety could potentially affect vehicle handling, thereby impacting vehicle safety. Therefore, this solution determines whether the current activation of the torque vector monitoring function will affect vehicle handling and driving safety based on the vehicle's current state; thus, it rationally controls the activation or deactivation of the torque vector monitoring function, avoiding the impact on vehicle handling and safety when activating the torque vector monitoring function in unnecessary scenarios.

[0125] Figure 3This is a schematic flowchart of another vehicle control method provided in the embodiments of this application.

[0126] Figure 3 The method 300 shown can be executed by the vehicle; or by the vehicle's vehicle controller; or by a processor or chip in the vehicle.

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

[0128] S301, obtain the vehicle's current speed and acceleration.

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

[0130] Alternatively, the implementation of S301 can be found in [reference needed]. Figure 2 The relevant description of S210 will not be repeated here.

[0131] S302, determine whether the vehicle is in motion based on its speed and acceleration; if yes, proceed to S303; if no, proceed to S305.

[0132] For example, the vehicle's current state is determined based on its speed and acceleration; if the vehicle is in motion, the vehicle's speed is determined to be greater than a first speed threshold; if the vehicle is not in motion, the control torque vector monitoring function is deactivated as a control strategy.

[0133] When the vehicle is in motion, it is necessary to further determine whether an error in the calculation of the front and rear axle torque distribution coefficients will affect vehicle safety based on the vehicle speed, thereby determining the control strategy for the torque vectoring monitoring function. If the vehicle is not in motion, whether the front and rear axle torque distribution coefficients are calculated incorrectly or not will not affect vehicle safety. If the torque vectoring monitoring function is activated, frequent triggering of safety responses would actually affect the driver's ability to control the vehicle; therefore, the torque vectoring monitoring function is deactivated.

[0134] Alternatively, the implementation of S302 can be found in [reference needed]. Figure 2 The relevant descriptions of the S220 will not be repeated here.

[0135] S303, Is the vehicle speed greater than the first vehicle speed threshold? If yes, proceed to S304; if no, proceed to S305.

[0136] For example, it is determined whether the current vehicle speed is greater than a first vehicle speed threshold; if the vehicle speed is greater than the first vehicle speed threshold, the control torque vector monitoring function is activated and determined as the control strategy; if the vehicle speed is less than or equal to the first vehicle speed threshold, the control torque vector monitoring function is deactivated and determined as the control strategy.

[0137] S304, activate the control torque vector monitoring function and determine it 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, activating the control torque vector monitoring function is determined as the control strategy to ensure that the torque vector control function can be monitored through the active torque vector monitoring function, and to avoid outputting an incorrect front and rear axle torque distribution ratio.

[0139] S305 determines the inactivation of the control torque vector monitoring function as the control strategy.

[0140] For example, if the vehicle is currently stationary, or if the vehicle is in motion and its speed is less than or equal to a first speed threshold, an error in the calculation of the front and rear axle torque distribution ratio will not cause a significant deviation in the vehicle's trajectory, meaning it is unlikely to affect the vehicle's driving safety. Therefore, the torque vector monitoring function is deactivated to avoid affecting the vehicle's handling.

[0141] Alternatively, the implementation methods of S303 to S305 can be found in [reference needed]. Figure 2 The relevant descriptions of the S230 will not be repeated here.

[0142] The S306 uses torque vector control to determine the torque distribution coefficient between the front and rear axles.

[0143] For example, the torque vector 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.

[0144] The S307 uses torque vector control to distribute torque between the front and rear axles.

[0145] For example, in the event that the torque vector monitoring function is deactivated, the torque distribution coefficient between the front and rear axles of the vehicle is determined according to the torque vector control function, and the torque distribution coefficient is sent to the vehicle controller so that the vehicle controller distributes the torque between the front and rear axles of the vehicle according to the torque distribution coefficient.

[0146] The S308 uses torque vector monitoring to determine the target range of the front and rear axle torque distribution coefficients.

[0147] For example, based on the torque vector monitoring function, a target range for the front and rear axle torque distribution coefficients is determined; this target range is the safe range for the front and rear axle torque distribution coefficients calculated by the torque vector monitoring function, used to ensure vehicle stability.

[0148] S309, Is the front and rear axle torque distribution coefficient within the target range? If yes, proceed to S310; if no, proceed to S312.

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

[0150] S310 activates the torque vector control function via the torque vector 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 have not been calculated incorrectly. Therefore, the torque vector control function is activated by controlling the torque vector monitoring function (i.e., the torque vector control function is kept active).

[0152] S311 distributes torque between the front and rear axles according to the front and rear axle torque distribution coefficient.

[0153] For example, when the torque vector control function is within the target range, the torque vector control function remains active; therefore, the torque is distributed between the front and rear axles according to the torque vector control coefficient.

[0154] S312 controls the torque vector control function to deactivate via torque vector monitoring.

[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 incorrect torque distribution coefficients, the torque vector control function is deactivated to prevent the output of incorrect torque distribution coefficients from affecting vehicle safety.

[0156] It should be noted that the torque vector control function is initially activated. If the front and rear axle torque distribution coefficients are not calculated incorrectly, the torque vector control function will remain activated through the torque vector monitoring function; that is, the initial state of the torque vector control function will not be changed. If the front and rear axle torque distribution coefficients are calculated incorrectly, the torque vector control function will be deactivated; that is, the torque vector control function will change from its initial activated state to a deactivated state.

[0157] The S313 distributes torque between the front and rear axles via a front-rear torque distribution function.

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

[0159] Alternatively, the implementation methods of S306 to S313 can be found in [reference needed]. Figure 2 The relevant descriptions of S240 will not be repeated here.

[0160] Figure 4 This is a schematic diagram of another vehicle architecture provided in an embodiment of this application. Combined with... Figure 4 The vehicle architecture 400 shown illustrates the process of safety monitoring of torque vector control function through torque vector monitoring function in S306 to S313.

[0161] For example, the CAN bus inputs key signals such as vehicle speed, acceleration, wheel speed, steering wheel angle, gradient, and driving mode to the torque vector control monitoring module via the input interface module; simultaneously, it outputs these key signals to the torque vector control function module. The torque vector control module calculates the front and rear axle torque distribution coefficients based on these key signals and sends them to the torque vector control monitoring module. The torque vector control monitoring module calculates the target range (safe range) of the front and rear axle torque distribution coefficients based on these key signals; and determines the torque vector control function activation flag based on the front and rear axle torque distribution coefficients and the target range. If the front and rear axle torque distribution coefficients are within the target range, the torque vector control function activation flag is 1; if the front and rear axle torque distribution coefficients are not within the target range, the torque vector control function activation flag is 0. The torque vector control monitoring function sends the front and rear axle torque distribution coefficients and the torque vector control function activation flag to the arbitration module; the arbitration module determines whether to output the front and rear axle torque distribution coefficients based on the torque vector control function activation flag; if the activation flag is 1, the front and rear axle torque distribution coefficients are output via CAN; if the activation flag is 0, the output of the front and rear axle torque distribution coefficients is prohibited.

[0162] In the embodiments of this application, based on the vehicle's status flag and current speed, it is determined whether an error in calculating the torque distribution coefficient will affect vehicle driving safety. If such an error would affect driving safety, the torque vector monitoring function is activated to prevent the output of an incorrect torque distribution coefficient, thus avoiding impact on vehicle driving safety. Conversely, if an error in calculating the torque distribution coefficient would affect driving safety, the torque vector monitoring function is deactivated to prevent its activation in unnecessary scenarios from affecting vehicle handling and safety. Furthermore, when the torque vector monitoring function is activated, the torque vector distribution coefficient obtained by the torque vector control function is monitored based on the target range calculated by the torque vector monitoring function. This ensures that no incorrect torque distribution coefficient is output when an error in calculating the torque distribution coefficient would affect vehicle driving safety, thereby improving vehicle safety.

[0163] It is understandable that the technical solution of this application can avoid the impact of activating the torque vector monitoring function on the vehicle's handling and safety in scenarios such as vehicles getting stuck in mud or snow. When the vehicle speed cannot accurately reflect the actual state of the vehicle, the combination of acceleration and speed can be used to determine whether the vehicle is in motion. Even if the instrument panel shows a high speed, the torque vector monitoring function will not be activated if the vehicle will not cause injury to personnel. By reasonably controlling the torque vector monitoring function, the impact of false triggering of the torque vector monitoring function on the vehicle's handling and safety can be reduced.

[0164] The above text combined Figures 1 to 4 The vehicle control method provided in the embodiments of this application is described in detail below; the following will be combined with Figure 5 and Figure 6 The apparatus embodiments of this application are described in detail below. It should be understood that the apparatus in the embodiments of this application can perform the various methods described in the foregoing embodiments of this application, that is, the specific working processes of the various products described below can be referred to the corresponding processes in the foregoing method embodiments.

[0165] Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

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

[0167] The acquisition module 510 is used to acquire the vehicle's current speed and acceleration;

[0168] The 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, it determines the control strategy for 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 torque distribution coefficient of the front and rear axles of the vehicle; and based on the control strategy, controlling the torque vector monitoring function.

[0169] Optionally, as an embodiment, the processing module 520 is specifically used to: determine whether the current state of the vehicle is in motion; if the current state of the vehicle is in motion, 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: activate the control torque vector monitoring function and determine it as a control strategy if the current vehicle speed is greater than the first vehicle speed threshold; and deactivate the control torque vector monitoring function and determine it as a control strategy if the current vehicle speed is less than or equal to the first vehicle speed threshold.

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

[0172] Optionally, as an embodiment, the processing module 520 is specifically used to: determine the current state as 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 further configured to: obtain the target torque change slope corresponding to the current driving mode based on the current driving mode of the vehicle; and obtain the 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 and the acceleration threshold are positively correlated.

[0174] Optionally, as an embodiment, the processing module 520 is further configured to: when the torque vector monitoring function is activated, control 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, 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 vector control function; determine the target range of the front and rear axle torque distribution coefficients through the torque vector monitoring function; if the front and rear axle torque distribution coefficients are within the target range, activate the torque vector control function through the torque vector monitoring function; if the front and rear axle torque distribution coefficients are not within the target range, deactivate the torque vector control function through the torque vector monitoring function.

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

[0177] It should be noted that the control devices of the aforementioned vehicles are embodied in the form of functional units. The term "module" here can be implemented in software and / or hardware, without specific limitations.

[0178] For example, a "module" can be a software program, hardware circuit, or a combination of both that implements the above functions. Hardware circuits may include application-specific integrated circuits (ASICs), electronic circuits, processors (e.g., shared processors, proprietary processors, or group processors) and memory for executing one or more software or firmware programs, combined logic circuits, and / or other suitable components that support the described functions.

[0179] Therefore, the units of the various examples described in the embodiments of this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art 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 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

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

[0182] For example, vehicle 600 includes one or more processors 610 that can support 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, processor 610 can be used to control vehicle 600, execute software programs, and process data from the software programs. Vehicle 600 may also include a communication unit for receiving and transmitting signals.

[0184] For example, 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 run by the processor 610 to generate instructions, causing the processor 610 to execute the vehicle control method described in the above method embodiments according to the instructions.

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

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

[0187] For example, the memory 620 can be used to store related programs of the vehicle control method provided in the embodiments of this application. 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 embodiments of this application. For example, the processor can obtain the current speed and acceleration of the vehicle; determine the current state of the vehicle based on the current speed and acceleration; determine the control strategy of the torque vector monitoring function of the vehicle based on the current state, the control strategy including: controlling the torque vector monitoring function of the vehicle to be activated or deactivated, the torque vector control function being used to determine the front and rear axle torque distribution coefficient of the vehicle; and controlling the torque vector monitoring function based on the control strategy.

[0188] This 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 foregoing embodiments.

[0189] The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROM), microdrives, and magneto-optical disks, read-only memory (ROM), random access memory (RAM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), dynamic random access memory (DRAM), video random access memory (VRAM), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0190] This application also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method as described in the above embodiments.

[0191] In addition, the vehicle provided in the embodiments of this application may specifically be a chip, component or module. The vehicle may include a connected processor and a memory. The memory is used to store instructions. When the vehicle is running, the processor may call and execute the instructions to make the chip execute a vehicle control method in the above embodiments.

[0192] 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 be referred to the beneficial effects of the corresponding vehicle control method provided above, and will not be repeated here.

[0193] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to 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 apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0195] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling a vehicle, characterized in that, The method includes: Obtain the current speed and acceleration of the vehicle; Based on the current vehicle speed and the acceleration, determine the current state of the vehicle; If the current state of the vehicle is in motion, based on the current speed of the vehicle, a control strategy for the torque vector monitoring function of the vehicle is determined. The control strategy includes: controlling the activation or deactivation of the torque vector monitoring function of the vehicle, wherein the torque vector monitoring function is used to perform safety monitoring on the torque vector control function of the vehicle, and the torque vector control function is used to determine the front and rear axle torque distribution coefficients of the vehicle. Based on the aforementioned control strategy, the torque vector monitoring function is controlled. Determining the current state of the vehicle based on the current vehicle speed and the acceleration includes: When the current speed of the vehicle is greater than a second speed threshold and the acceleration of the vehicle is greater than a target acceleration threshold, the current state is determined to be the motion state. The control strategy for determining the torque vector monitoring function of the vehicle based on the vehicle's current speed includes: If the current vehicle speed is greater than the first vehicle speed threshold, the torque vector monitoring function will be activated and determined as the control strategy. If the current vehicle speed is less than or equal to the first vehicle speed threshold, the control strategy is to deactivate the torque vector monitoring function.

2. The method according to claim 1, characterized in that, Also includes: If the vehicle is currently in a stationary state, the control strategy is to deactivate the torque vector monitoring function.

3. The method according to claim 1, characterized in that, Also includes: Based on the current driving mode of the vehicle, the slope of the target torque change corresponding to the current driving mode is obtained; Based on the target torque change slope and the preset mapping relationship, the target acceleration threshold is obtained; The preset mapping relationship is used to represent the correlation between the torque change slope and the acceleration threshold, wherein the torque change slope is positively correlated with the acceleration threshold.

4. The method according to claim 1, characterized in that, Also includes: When the torque vector monitoring function is activated, the torque vector control function is activated or deactivated based on the torque vector monitoring function. In the event that 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.

5. The method according to claim 4, characterized in that, The step of controlling the activation or deactivation of the torque vector control function based on the torque vector monitoring function includes: The torque vector control function is used to determine the front and rear axle torque distribution coefficients of the vehicle. The target range of the front and rear axle torque distribution coefficients is determined through the torque vector monitoring function. 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.

6. A vehicle control device, characterized in that, The device includes: The acquisition module is used to acquire the current speed and acceleration of the vehicle. The processing module is configured to determine the current state of the vehicle based on the current vehicle speed and the acceleration; if the current state of the vehicle is in motion, it determines a control strategy for the torque vector monitoring function of the vehicle based on the current vehicle speed. The control strategy includes: controlling the torque vector monitoring function of the vehicle to be activated or deactivated, wherein the torque vector monitoring function is used to perform safety monitoring on the torque vector control function of the vehicle, and the torque vector control function is used to determine the front and rear axle torque distribution coefficients of the vehicle; and controlling the torque vector monitoring function based on the control strategy. The processing module is specifically used to: determine the current state as the 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; if the current vehicle speed is greater than a first vehicle speed threshold, activate the torque vector monitoring function and determine it as the control strategy; if the current vehicle speed is less than or equal to the first vehicle speed threshold, deactivate the torque vector monitoring function and determine it as the control strategy.

7. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 5.

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