Vehicle driving control method and controller

Abstract

The invention discloses a vehicle driving control method and a controller, and relates to the technical field of vehicle control. The current vehicle rotating speed, the current wheel speed of a driving wheel and the current motor rotating speed of a driving motor are obtained; dynamic analysis can be carried out according to the current vehicle rotating speed, the current wheel speed of a driving wheel and / or the current motor rotating speed, and different vehicle driving control is carried out based on dynamically combined parameters; even if two or more problems of shaking, driving wheel slipping or incapability of realizing driving force required by a driving wheel due to improper distribution of the driving force on a wet and slippery road surface and a complex road condition occur at the same time, according to the current rotating speed of a vehicle, the current wheel speed of the driving wheel and / or the current rotating speed of a motor, the driving force required by the driving wheel cannot be realized. Anti-slip control, anti-shake control and / or limited slip differential control can be carried out at the same time; the two or more problems can be optimized at the same time, and the technical problem that the vehicle driving control efficiency is low is solved.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a vehicle drive control method and controller. Background Art

[0002] During driving, the vehicle usually experiences shaking, drive wheel slippage, or improper distribution of driving force on slippery roads and complex road conditions, resulting in the inability to achieve the required driving force for the drive wheels.

[0003] At present, a separate control method is usually proposed for only one problem. However, when two or more of the above problems occur at the same time, the use of a separate control method for each problem is likely to cause mutual interference, which not only fails to achieve the expected control effect, but may also have a counterproductive effect. It is difficult to optimize the above problems at the same time, which reduces the vehicle drive control efficiency. Summary of the Invention

[0004] The main purpose of this application is to provide a vehicle drive control method and controller, aiming to solve the technical problem of low vehicle drive control efficiency.

[0005] To achieve the above objectives, the present application proposes a vehicle drive control method, the method comprising:

[0006] Get the current vehicle speed, the current wheel speed of the driving wheel, and the current motor speed of the driving motor;

[0007] Vehicle drive control is performed according to the current vehicle speed, the current wheel speed of the driving wheel and / or the current motor speed, wherein the vehicle drive control includes anti-skid control, anti-shake control and / or limited slip differential control.

[0008] In one embodiment, the step of controlling vehicle drive according to the current vehicle speed, the current wheel speed of the driving wheel and / or the current motor speed includes:

[0009] determining a target vehicle speed at a wheel speed measurement time based on the current vehicle speed, and determining a target wheel speed at a motor speed measurement time, wherein a time difference between the current time and the wheel speed measurement time is a wheel speed measurement delay, and a time difference between the current time and the motor speed measurement time is a motor speed measurement delay;

[0010] Vehicle drive control is performed according to the target vehicle speed, the current wheel speed, the target wheel speed and / or the current motor speed, wherein the vehicle drive control includes anti-skid control, anti-shake control and / or limited slip differential control.

[0011] In one embodiment, the current wheel speed and the target wheel speed each include wheel speeds corresponding to at least two driving wheels, and the step of controlling vehicle drive according to the target vehicle speed, the current wheel speed, the target wheel speed, and / or the current motor speed includes at least one of the following:

[0012] performing anti-skid control according to the minimum wheel speed among the current wheel speeds and the target vehicle speed;

[0013] performing anti-shake control according to the minimum wheel speed among the target wheel speeds and the current motor speed;

[0014] Limited slip differential control is performed according to a minimum wheel speed and a maximum wheel speed among the current wheel speeds.

[0015] In one embodiment, the step of performing anti-skid control based on the minimum wheel speed among the current wheel speeds and the target vehicle speed includes:

[0016] determining a slip ratio of the drive wheels corresponding to the minimum wheel speed based on a minimum wheel speed among the current wheel speeds and the target vehicle speed, and initiating anti-slip control when the slip ratio is greater than a preset maximum slip ratio;

[0017] The step of performing anti-shake control according to the minimum wheel speed among the target wheel speeds and the current motor speed includes:

[0018] determining a current speed of the reducer based on a current transmission ratio and the current motor speed, and determining a first difference between the current speed of the reducer and a minimum wheel speed among the target wheel speeds, and initiating anti-shudder control when the first difference is greater than a preset first threshold and reaches a maximum value, wherein the current transmission ratio is associated with a current transmission gear position;

[0019] The step of performing limited slip differential control according to the minimum wheel speed and the maximum wheel speed among the current wheel speeds includes:

[0020] If a second difference between the maximum wheel speed and the minimum wheel speed in the current wheel speeds is greater than a preset second threshold, braking control is performed on the drive wheel corresponding to the maximum wheel speed to implement limited slip differential control.

[0021] In one embodiment, the step of determining the target vehicle speed at the wheel speed measurement time includes:

[0022] Obtaining the expected driving torque at multiple moments in a preset period before the current moment;

[0023] Determining, based on the expected driving torque, a first variation curve of the expected acceleration over time within the preset period using a prediction model, wherein the prediction model is used to characterize a correlation between the expected driving torque and the expected acceleration at different moments;

[0024] determining a second variation curve of the expected vehicle speed over time within the preset time period based on the first variation curve;

[0025] The target vehicle speed at the wheel speed measurement time is determined according to the second variation curve.

[0026] In one embodiment, the step of determining the target vehicle speed at the wheel speed measurement time based on the second variation curve includes:

[0027] determining an expected vehicle speed at a vehicle speed measurement time according to the second variation curve, wherein a time difference between a current time and the vehicle speed measurement time is a vehicle speed measurement delay, and the vehicle speed measurement delay is greater than a wheel speed measurement delay;

[0028] When the expected vehicle speed at the vehicle speed measurement time is consistent with the current vehicle speed, determining a first change in the vehicle speed between the vehicle speed measurement time and the wheel speed measurement time according to the second change curve;

[0029] A target vehicle speed at the time of wheel speed measurement is determined based on the first variation and the expected vehicle speed at the time of vehicle speed measurement.

[0030] In one embodiment, after the step of determining the expected vehicle speed at the vehicle speed measurement time according to the second variation curve, the method further includes:

[0031] When the expected vehicle speed at the vehicle speed measurement moment is inconsistent with the current vehicle speed, the model parameters of the prediction model are corrected.

[0032] In one embodiment, a method for determining the minimum wheel speed among the target wheel speeds includes:

[0033] determining a second change in vehicle speed between the vehicle speed measurement time and the motor speed measurement time according to the second change curve;

[0034] The vehicle speed at the motor speed measurement time is determined based on the second variation and the expected vehicle speed at the vehicle speed measurement time, and the vehicle speed at the motor speed measurement time is used as the minimum speed among the target wheel speeds.

[0035] In one embodiment, before the step of determining the first variation curve of the expected acceleration over time within the preset period of time using a prediction model according to the expected driving torque, the method further includes:

[0036] When the vehicle drive type is two-wheel drive and the expected driving torque is greater than a maximum first driving torque allowed by a maximum friction coefficient of the driving wheels, updating the expected driving torque greater than the first driving torque to the first driving torque, wherein the first driving torque is determined based on the maximum friction coefficient, the vehicle mass, the distance between the front wheels of the vehicle and the center of gravity of the vehicle, the distance between the front wheels of the vehicle and the rear wheels of the vehicle, and the road slope angle;

[0037] When the vehicle drive type is four-wheel drive and the expected driving torque is greater than the maximum second driving torque allowed by the maximum friction coefficient of the driving wheel, the expected driving torque greater than the second driving torque is updated to the second driving torque, wherein the second driving torque is determined based on the maximum friction coefficient, the vehicle mass and the road slope angle.

[0038] In addition, to achieve the above-mentioned purpose, the present application also proposes a controller, which includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the vehicle drive control method as described above.

[0039] One or more technical solutions proposed in this application have at least the following technical effects:

[0040] The present application obtains the current vehicle speed, the current wheel speed of the driving wheel and the current motor speed of the driving motor; it can perform dynamic analysis based on the current vehicle speed, the current wheel speed of the driving wheel and / or the current motor speed, and perform different vehicle drive controls based on the parameters of the dynamic combination; even if two or more problems occur at the same time, such as shaking, driving wheel slippage, or improper driving force distribution on slippery roads and complex road conditions, resulting in the inability to achieve the required driving force for the driving wheel, the present application can simultaneously perform anti-skid control, anti-shake control and / or limited slip differential control based on the current vehicle speed, the current wheel speed of the driving wheel and / or the current motor speed; it will not cause mutual interference, can simultaneously optimize the above two or more problems, and improve the vehicle drive control efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0042] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0043] Figure 1 A flow chart of the first embodiment of the vehicle driving control method of the present application;

[0044] Figure 2 A flow chart of the second embodiment of the vehicle driving control method of the present application is provided;

[0045] Figure 3 A schematic diagram of a first scenario provided in Example 2 of the vehicle driving control method of the present application;

[0046] Figure 4 A schematic diagram of a second scenario provided in Example 3 of the vehicle driving control method of the present application;

[0047] Figure 5 Schematic diagram of the device structure of the hardware operating environment involved in the vehicle drive control method in the embodiment of the present application.

[0048] The purpose, features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0049] It should be understood that the specific embodiments described herein are merely used to explain the technical solutions of the present application and are not intended to limit the present application.

[0050] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0051] Based on this, the embodiment of the present application provides a vehicle driving control method, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the vehicle driving control method of the present application.

[0052] In this embodiment, the vehicle driving control method includes steps S10 to S20:

[0053] Step S10, obtaining the current vehicle speed, the current wheel speed of the driving wheel and the current motor speed;

[0054] It should be noted that the execution subject of the above vehicle drive control method can be a controller or a vehicle drive control device, etc., and the following description will be made using a controller as an example; the controller can be a vehicle controller, a powertrain controller, etc.

[0055] Since vehicles often experience shaking, drive wheel slippage, or improper distribution of driving force on slippery roads and complex road conditions, resulting in the inability to achieve the required driving force for the drive wheels, etc. during driving; currently, a separate control method is usually proposed for only one problem. However, when two or more of the above problems occur at the same time, the use of a separate control method proposed for each problem is likely to cause mutual interference, not only failing to achieve the expected control effect, but may also have a counterproductive effect; it is difficult to optimize the above problems at the same time, reducing the vehicle drive control efficiency.

[0056] In order to solve the above technical problems, the present embodiment aims to decouple each function (anti-shake function, limited slip differential function and anti-skid function) so as to make different output combinations according to different input combinations (current vehicle speed, current wheel speed of the drive wheel and / or current motor speed), thereby realizing each function separately, or realizing at least two functions of the anti-shake function, limited slip differential function and anti-skid function at the same time.

[0057] Specifically, the current vehicle speed, the current wheel speed of the driving wheel, and the current motor speed of the driving motor can be obtained.

[0058] The current vehicle speed can be obtained by first obtaining the current vehicle speed, dividing the current vehicle speed by the driving wheel radius R, and obtaining the current vehicle speed V, and the vehicle speed ω corresponding to the vehicle speed divided by the wheel radius R. v =V / R; wherein, the vehicle speed can be obtained through satellite positioning, or by measuring the average rotation speed of the vehicle's four wheels when the tires are not slipping.

[0059] The current wheel speed of the driving wheel can be obtained by: when the driving type of the vehicle is two-wheel drive, the current wheel speeds ω of the left and right driving wheels are obtained respectively. w_左 and ω w_右 When the vehicle's drive type is four-wheel drive, the current wheel speeds of the four drive wheels are obtained. The current wheel speeds can be measured by the drive wheel speed sensors.

[0060] The current motor speed of the driving motor can be obtained by: when the driving type of the vehicle is two-wheel drive, obtaining the current motor speed ω of the driving motor corresponding to the driving wheel m When the vehicle is driven by four wheels and each drive wheel corresponds to a drive motor, the current motor speeds of the four drive motors are obtained. The current motor speeds can be measured by a motor speed sensor.

[0061] Step S20 , performing vehicle drive control according to the current vehicle speed, the current wheel speed of the driving wheel and / or the current motor speed, wherein the vehicle drive control includes anti-skid control, anti-shake control and / or limited slip differential control.

[0062] By real-time monitoring of the current vehicle speed, the current wheel speed of the drive wheel and / or the current motor speed, dynamic vehicle drive control can be achieved; specifically, it can be determined whether anti-skid control is needed based on the minimum wheel speed among the current wheel speeds and the current vehicle speed, and if necessary, the anti-skid control is started; it can be determined whether anti-shake control is needed based on the minimum wheel speed among the current wheel speeds and the current motor speed, and if necessary, the anti-shake control is started; it can be determined whether limited-slip differential control is needed based on the minimum wheel speed among the current wheel speeds and the current motor speed, and if necessary, the limited-slip differential control is started.

[0063] It can be understood that this embodiment determines whether anti-skid control, anti-shake control and / or limited-slip differential control are currently required based on the current vehicle speed, the current wheel speed of the drive wheel and / or the current motor speed; when anti-skid control, anti-shake control and / or limited-slip differential control are required at the same time, anti-skid control, anti-shake control and / or limited-slip differential control can also be performed separately; no mutual interference will be caused, and the above two or more problems can be optimized at the same time, thereby improving the vehicle drive control efficiency.

[0064] Through the above method, this embodiment can simultaneously optimize the driving torque, improve safety performance and comfort, and enhance vehicle driving control efficiency.

[0065] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above embodiment 1 can be referred to the above introduction and will not be described in detail later. Figure 2 , step S20 includes steps S01 to S02:

[0066] Step S01, determining a target vehicle speed at a wheel speed measurement time based on a current vehicle speed, and determining a target wheel speed at a motor speed measurement time, wherein the time difference between the current time and the wheel speed measurement time is the wheel speed measurement delay, and the time difference between the current time and the motor speed measurement time is the motor speed measurement delay;

[0067] It should be noted that the current vehicle speed, current wheel speed and current motor speed obtained by the above method have a greater delay in measuring the vehicle speed than in measuring the wheel speed. Usually, the delay in measuring the vehicle speed is: τ 车速 = 80ms. When the current wheel speed is measured by the driving wheel speed sensor, the wheel speed measurement delay is usually: τ 轮速 =40ms. When the current motor speed is measured by the motor speed sensor, the measurement delay of the current motor speed is usually: τ 轮速=5ms. Therefore, the current vehicle speed, current wheel speed, and current motor speed obtained in the above manner usually reflect the actual vehicle speed 80 mm ago, the actual wheel speed 40 mm ago, and the actual motor speed 5 mm ago.

[0068] Therefore, in order to improve the vehicle drive control accuracy, based on the influencing parameters of different vehicle drive controls, this embodiment can align the measurement time of the vehicle speed with the wheel speed, and align the measurement time of the wheel speed with the motor speed, so as to avoid the vehicle drive control accuracy being affected by the measurement delay of the vehicle speed, wheel speed and motor speed.

[0069] Specifically, the current wheel speed can be obtained and the target vehicle speed at the time of wheel speed measurement determined. Alternatively, the current vehicle speed can be obtained and the target wheel speed at the time of vehicle speed measurement determined. Compared to the wheel speed measurement delay, the vehicle speed measurement delay is longer and has a greater impact on the timeliness of vehicle drive control. Furthermore, because the vehicle mass is greater than that of the drive wheels, the prediction of the vehicle speed change trend will be more accurate. Therefore, this embodiment preferably obtains the target vehicle speed at the time of wheel speed measurement. Because the motor speed measurement delay is smaller than the wheel speed measurement delay, in order to improve the timeliness of vehicle drive control, this embodiment can determine the target wheel speed at the time of motor speed measurement.

[0070] Based on the above, the target vehicle speed at the wheel speed measurement time is determined according to the current vehicle speed, and the target wheel speed at the motor speed measurement time is determined. Subsequent vehicle drive control is performed based on the vehicle speed and wheel speed at the same measurement time, as well as the motor speed and wheel speed at the same measurement time, which can improve the vehicle drive control accuracy.

[0071] Step S02 , performing vehicle drive control according to the target vehicle speed, the current wheel speed, the target wheel speed and / or the current motor speed, wherein the vehicle drive control includes anti-skid control, anti-shake control and / or limited slip differential control.

[0072] Specifically, anti-skid control, anti-shake control and / or limited-slip differential control can be performed based on the time-synchronized target vehicle speed, target wheel speed and / or current motor speed; the accuracy of anti-skid control, anti-shake control and / or limited-slip differential control can be improved.

[0073] Specifically, the current wheel speed and the target wheel speed both include the corresponding wheel speeds of at least two driving wheels. The implementation method for controlling vehicle drive according to the target vehicle speed, the current wheel speed, the target wheel speed and / or the current motor speed may be at least one of the following:

[0074] Anti-skid control is performed based on the minimum wheel speed among the current wheel speeds and the target vehicle speed;

[0075] Anti-shake control is performed based on the minimum wheel speed among the target wheel speeds and the current motor speed;

[0076] The limited slip differential control is performed based on the minimum and maximum wheel speeds among the current wheel speeds.

[0077] It should be noted that when a vehicle is accelerating or traveling on a low-grip road (such as a wet, slippery, or snow-covered road), if one or more drive wheels lose their grip, they may rotate faster than the other drive wheels, causing them to "slip." In this case, the speed of the non-slipping drive wheels (typically non-drive wheels or drive wheels with better grip) will be lower than that of the slipping wheels. Therefore, by monitoring the drive wheel with the minimum wheel speed, it is possible to effectively identify whether slipping will occur; therefore, this embodiment performs anti-skid control based on the minimum wheel speed among the current wheel speeds and the target vehicle speed.

[0078] Specifically, the anti-skid control is performed according to the minimum wheel speed among the current wheel speeds and the target vehicle speed. The anti-skid control can be implemented as follows: determining the slip ratio of the drive wheel corresponding to the minimum wheel speed according to the minimum wheel speed among the current wheel speeds and the target vehicle speed, and initiating the anti-skid control when the slip ratio is greater than a preset maximum slip ratio;

[0079] It should be noted that the slip ratio is a key parameter for determining whether a tire is slipping. Since the slip ratio is affected by the vehicle speed and wheel speed, and the driving wheel with the minimum wheel speed can effectively identify whether slipping will occur, this embodiment determines the slip ratio of the driving wheel corresponding to the minimum wheel speed based on the minimum wheel speed among the current wheel speeds and the target vehicle speed.

[0080] Specifically, the slip ratio of the driving wheel corresponding to the minimum wheel speed is determined based on the minimum wheel speed among the current wheel speeds and the target vehicle speed obtained 40 ms before the current wheel speed.

[0081] Since slight slip may occur during normal acceleration, which is not necessarily skidding, this embodiment sets a preset maximum slip rate. Anti-skid control is only activated when the slip rate is greater than the preset maximum slip rate, thereby ensuring the stability and practicality of the control system.

[0082] For example, the minimum wheel speed corresponds to the driving wheel slip ratio = (ω w_测量min -ω v( t-τ 驱动轮 )) / ω v( t-τ 驱 If the slip rate of the driving wheel corresponding to the minimum wheel speed is greater than the preset maximum slip rate (for example, 10%), the anti-slip control is activated, referring to Figure 3 ; Among them, after the anti-slip control is started, the controller will calculate and correct the torque so that the slip rate does not exceed the preset maximum slip rate.

[0083] Furthermore, vehicle jitter during driving is often related to instability in the powertrain, such as fluctuations in engine or electric motor output torque, play or wear in the transmission system, and changes in road conditions. In electric vehicles, in particular, due to the motor's fast response speed, torque adjustments are directly reflected at the wheels, thus affecting driving comfort.

[0084] Because under normal circumstances (ideal driving conditions), the speed of the non-slipping drive wheel (usually the drive wheel with a lower speed) can more accurately reflect the actual forward speed of the vehicle, and, combined with the relationship between the change in motor speed and the change in wheel speed, it can help distinguish whether the vibration is caused by mechanical vibration due to uneven road surface or electrical problems caused by unstable motor output; at the same time, in order to avoid the current wheel speed and the current motor speed reflecting different wheel speeds and motor speeds at the same time; therefore, this embodiment performs anti-vibration control based on the minimum wheel speed among the target wheel speeds at the time of motor speed measurement and the current motor speed.

[0085] Specifically, the implementation method of anti-shake control based on the minimum wheel speed among the target wheel speeds and the current motor speed may be:

[0086] The current speed of the reducer is determined based on the current transmission ratio and the current motor speed, and a first difference between the current speed of the reducer and the minimum wheel speed among the target wheel speeds is determined. When the first difference is greater than a preset first threshold and reaches a maximum value, anti-shake control is started, wherein the current transmission ratio is associated with the current transmission gear.

[0087] It should be noted that the current transmission ratio is associated with the current transmission gear, that is, when the vehicle is designed, the transmission ratio of each transmission gear is fixed. During actual driving, the transmission gear can be adjusted, so the current transmission ratio can be obtained.

[0088] Since the current transmission ratio is the speed ratio between the motor output shaft and the reducer output shaft, when the current motor speed is known, the current speed of the reducer can be calculated based on the speed ratio and the current motor speed.

[0089] Since the output shaft of the reducer is connected to the differential, and the differential is connected to the drive wheels, the rotational speed of the output shaft of the reducer should theoretically be equal to the rotational speed of the drive wheels (if the effects of slippage, differential, etc. are not considered). The current rotational speed of the reducer is compared with the minimum wheel speed among the target wheel speeds, and the first difference between the current rotational speed of the reducer and the minimum wheel speed among the target wheel speeds is calculated. Based on the first difference, abnormal conditions caused by uneven or unstable power transmission can be identified.

[0090] For example, when the first difference is greater than the preset first threshold and reaches the maximum value (i.e., the difference between the current speed of the reducer and the minimum wheel speed in the target wheel speed suddenly increases, and this difference first rises rapidly and then falls back, indicating that there is a problem in the power transmission process), it is considered to be a precursor to vibration. At this time, anti-vibration control can be started; after starting the anti-vibration control, the controller adjusts the motor torque, referring to Figure 3 .

[0091] More specifically, the current motor speed ω m Divide by the transmission ratio (such as 10) to calculate the current speed of the reducer ω mr , calculate the first difference (ω) between the current speed of the reducer and the minimum wheel speed among the target wheel speeds at the time of motor measurement mr -ω min ), when the first difference value changes with time and is greater than a preset first threshold value and reaches a maximum value, anti-jitter control is started; when the amplitude of the first difference value changes with time and is less than the preset first threshold value, anti-jitter control is stopped.

[0092] The preset first threshold may be 2*π*30 U / min (revolutions / minute).

[0093] It should be noted that when a vehicle is driving on complex road conditions (such as wet, snow-covered or muddy roads), one wheel may have good grip while the other wheel may slip. During normal driving, the speeds of all wheels should be close to the same. If the speed of one wheel is significantly higher than that of the others (i.e., the maximum wheel speed is much greater than the minimum wheel speed), limited slip differential control is considered necessary.

[0094] Specifically, the implementation method of performing limited slip differential control according to the minimum wheel speed and the maximum wheel speed among the current wheel speeds may be:

[0095] If a second difference between the maximum wheel speed and the minimum wheel speed in the current wheel speeds is greater than a preset second threshold, the drive wheel corresponding to the maximum wheel speed is driven and controlled to implement limited slip differential control.

[0096] Since there is a normal difference between the inner and outer wheel speeds when the vehicle turns, this embodiment determines the degree of vehicle turning based on the steering wheel, and determines the preset second threshold value based on the degree of vehicle turning and the current vehicle speed. If the maximum wheel speed ω w_测量max and minimum wheel speed ω w_测量min When the second difference between the two is greater than the preset second threshold, the braking control is performed on the driving wheel corresponding to the maximum wheel speed. For example, the braking system of the driving wheel corresponding to the maximum wheel speed can start braking, calculate and implement the driving torque so that the second difference does not exceed the preset second threshold, refer to Figure 3The speed difference between the two driving wheels is thereby limited, ensuring that the driving torque can be achieved. This embodiment adopts the above-mentioned method to realize the function of the limited slip differential and reduce hardware costs.

[0097] In this embodiment, through the above-mentioned method, the control of different functions can be realized in a timely and simultaneous manner so that they do not interfere with each other, and the driving torque can be maximized during the driving process while meeting the requirements of vehicle safety and comfort.

[0098] Based on the first and second embodiments of the present application, in the third embodiment of the present application, the same or similar contents as those in the first embodiment can be referred to the above description and will not be described in detail. On this basis, the implementation method for determining the target vehicle speed at the time of wheel speed measurement can be:

[0099] Obtain the expected driving torque at multiple moments within a preset time period before the current moment; determine a first variation curve of the expected acceleration over time within the preset time period based on the expected driving torque through a prediction model, wherein the prediction model is used to characterize the correlation between the expected driving torque and the expected acceleration at different moments; determine a second variation curve of the expected vehicle speed over time within the preset time period based on the first variation curve; and determine the target vehicle speed at the moment of wheel speed measurement based on the second variation curve.

[0100] It should be noted that the controller cannot obtain the specific vehicle speed within the measurement delay period, resulting in the inability to determine the target vehicle speed at the wheel speed measurement moment. This embodiment aims to improve the vehicle drive control accuracy by simulating the change pattern of vehicle speed over time and determining the target vehicle speed at the wheel speed measurement moment based on the current vehicle speed.

[0101] Specifically, since the vehicle speed is affected by the expected driving torque during vehicle driving, this embodiment obtains the expected driving torque at multiple moments in the previous preset period corresponding to the current moment, and calculates the expected driving torque T_m_ at multiple moments in the previous preset period based on a prediction model that can characterize the correlation between the expected driving torque and the expected acceleration at different moments. 期望( t) to analyze and obtain a first variation curve a_ of the expected acceleration over time within a preset period of time 期望( t).

[0102] In which, the prediction model can be determined through vehicle simulation data, the preset time period can be any time period covering the measurement delay time period, and the expected driving torque at multiple moments within the preset time period can be the expected driving torque at multiple moments such as the first 5ms, the first 10ms,..., the first 80ms, and the first 85ms.

[0103] Among them, the expression of the prediction model can be:

[0104] Fm_expected = Tm_expected / R = Mv_total*a_expected + Mv*g*sin(alfa) + F_resistance;

[0105] Among them, reference Figure 4 , F_ 阻力 is the resistance of the car (resistance is a function of speed), R is the radius of the driving wheel, Mv is the mass of the vehicle, Mv_ 全 is the total mass of the car during acceleration taking into account the moment of inertia of the wheels, g is the acceleration due to gravity, alfa is the road slope angle, Fm_expected is the expected driving force, Tm_expected is the expected driving torque, and a_ 期望 is the expected acceleration.

[0106] To ensure that the results estimated by the prediction model meet actual vehicle operating standards, after obtaining the expected driving torques at multiple moments, the expected driving torque may be limited. Specifically, before determining a first time-varying curve of the expected acceleration within a preset period using the prediction model based on the expected driving torque, the following steps may be performed:

[0107] When the vehicle drive type is two-wheel drive and the expected driving torque is greater than a maximum first driving torque allowed by the maximum friction coefficient of the driving wheels, updating the expected driving torque greater than the first driving torque to the first driving torque, wherein the first driving torque is determined based on the maximum friction coefficient, the vehicle mass, the distance between the front wheels of the vehicle and the center of gravity of the vehicle, the distance between the front wheels of the vehicle and the rear wheels of the vehicle, and the road slope angle;

[0108] When the vehicle drive type is four-wheel drive and the expected driving torque is greater than the maximum second driving torque allowed by the maximum friction coefficient of the driving wheel, the expected driving torque greater than the second driving torque is updated to the second driving torque, wherein the second driving torque is determined based on the maximum friction coefficient, the total vehicle mass and the road slope angle.

[0109] It can be understood that when the vehicle drive type is two-wheel drive and the expected driving torque is greater than the maximum first driving torque allowed by the maximum friction coefficient of the driving wheel, the first driving torque can be determined based on the maximum friction coefficient, the mass of the vehicle, the distance between the front wheels of the vehicle and the center of gravity of the vehicle, the distance between the front wheels of the vehicle and the rear wheels of the vehicle, and the slope angle of the road surface, and the expected driving torque greater than the second driving torque is updated to the second driving torque, that is, the expected driving torque is limited to the first driving torque.

[0110] Specifically, refer to Figure 4Based on the maximum friction coefficient (u_max), the vehicle mass (Mv), the distance between the front wheel of the vehicle and the center of gravity of the vehicle (l_front), the distance between the front wheel of the vehicle and the rear wheel of the vehicle (l), and the road slope angle (alfa), the calculation formula for determining the first driving torque (F_max1) can be:

[0111] F_max1=Mv*g*l_front*cos(alfa) / (l / u_max-z);

[0112] Where z is the vertical distance between the center of gravity of the vehicle and the ground.

[0113] When the vehicle drive type is four-wheel drive and the expected driving torque is greater than the maximum second driving torque allowed by the maximum friction coefficient of the driving wheel, the second driving torque can be determined based on the maximum friction coefficient, the vehicle mass and the road slope angle, and the expected driving torque greater than the second driving torque can be updated to the second driving torque, that is, the expected driving torque is limited to the second driving torque.

[0114] Specifically, refer to Figure 4 Based on the maximum friction coefficient (u_max), the vehicle mass (Mv), and the road slope angle (alfa), the calculation formula for determining the second driving torque (F_max2) can be:

[0115] F_max2=u_max*Mv*g*cos(alfa).

[0116] Furthermore, based on the first variation curve, a second variation curve of the expected vehicle speed over time within a preset period is determined; that is, the expected vehicle speed corresponding to multiple moments is predicted. Specifically, the first variation curve can be integrated to obtain a variation curve of the expected vehicle speed over time within the preset period, V_expected(t). Based on the variation curve of the expected vehicle speed over time within the preset period and the wheel radius, a second variation curve of the expected vehicle speed over time within the preset period, ω, is calculated. v_期望 (t); The target vehicle speed at the wheel speed measurement time can be determined based on the second variation curve.

[0117] Specifically, the implementation method for determining the target vehicle speed at the wheel speed measurement moment according to the second change curve may be: determining the expected vehicle speed at the vehicle speed measurement moment according to the second change curve, wherein the time difference between the current moment and the vehicle speed measurement moment is the vehicle speed measurement delay, and the vehicle speed measurement delay is greater than the wheel speed measurement delay; when the expected vehicle speed at the vehicle speed measurement moment is consistent with the current vehicle speed, determining the first change in the vehicle speed from the vehicle speed measurement moment to the wheel speed measurement moment according to the second change curve; determining the target vehicle speed at the wheel speed measurement moment according to the first change and the expected vehicle speed at the vehicle speed measurement moment.

[0118] Since the time difference between the current moment and the vehicle speed measurement moment is the vehicle speed measurement delay, and the vehicle speed measurement delay is greater than the wheel speed measurement delay, the expected vehicle speed ω at the vehicle speed measurement moment can be determined based on the second variation curve. v_期望 (t-τ 车速 ), determine the expected vehicle speed at the time of vehicle speed measurement and the current vehicle speed ω v_测量 If they are consistent, it is considered that the expected vehicle speed at the vehicle speed measurement moment estimated by the prediction model is consistent with the actual vehicle speed at the vehicle speed measurement moment.

[0119] Therefore, the vehicle speed change from the vehicle speed measurement time to the wheel speed measurement time can be further determined based on the second change curve; thereby, the target vehicle speed at the wheel speed measurement time can be determined based on the vehicle speed change and the expected vehicle speed at the vehicle speed measurement time.

[0120] For example, the wheel speed measurement time is 40ms before the current time, and the vehicle speed measurement time is 80ms before the current time. The estimated target vehicle speed at the time 80ms before the current time is determined from the second change curve, that is, the expected vehicle speed at the vehicle speed measurement time is obtained. If the target vehicle speed at the time 80ms before the current time is consistent with the current vehicle speed, the vehicle speed change from 80ms before the current time to 40ms before the current time can be determined according to the second change curve; the target vehicle speed 40ms before the current time is obtained by superimposing the vehicle speed change on the basis of the expected vehicle speed at the vehicle speed measurement time, that is, the target vehicle speed at the wheel speed measurement time is obtained; thereby ensuring that the estimated vehicle speed is synchronized with the vehicle speed at the wheel speed measurement time.

[0121] Specifically, the calculation formula for determining the target vehicle speed at the wheel speed measurement time can be expressed as:

[0122] ω v (t-τ 驱动轮 )=ω v_测量 +ω v_期望 (t-τ 驱动轮 )-ω v_期望 (t-τ 车 );

[0123] That is, the vehicle speed ω at the time of wheel speed measurement v( t-τ 驱动轮 ) = current vehicle speed ω v_测量 +Expected vehicle speed at the time of wheel speed measurementω v_期望 (t-τ 驱动轮 )-the expected vehicle speed at the time of vehicle speed measurement ω v_期望 (t-τ 车 )).

[0124] In order to ensure the prediction accuracy of the prediction model, the prediction model can be dynamically optimized during the driving control process. Specifically, after the step of determining the expected vehicle speed at the vehicle speed measurement moment according to the second change curve, when the expected vehicle speed at the vehicle speed measurement moment is inconsistent with the current vehicle speed, the model parameters of the prediction model are corrected.

[0125] Specifically, due to the model parameter F_ 阻力 Affects the acceleration, thus affecting the vehicle speed, and the resistance received by the vehicle changes in real time. By modifying the model parameter F_ 阻力 , which can improve the prediction accuracy of the prediction model and make the model estimation speed and measurement speed as consistent as possible under normal circumstances.

[0126] The above method can achieve vehicle speed and speed synchronization.

[0127] Furthermore, in order to ensure synchronization between the rotational speed and the motor speed, the method for determining the minimum wheel speed among the target wheel speeds may be:

[0128] According to the second change curve, a second change in the vehicle speed between the vehicle speed measurement time and the motor speed measurement time is determined; according to the second change and the expected vehicle speed at the vehicle speed measurement time, the vehicle speed at the motor speed measurement time is determined, and the vehicle speed at the motor speed measurement time is used as the minimum speed among the target wheel speeds.

[0129] It should be noted that, under normal circumstances, the minimum wheel speed of each driving wheel of the vehicle and the vehicle speed should be very close. Therefore, this embodiment assumes that the vehicle speed and the minimum wheel speed have the same numerical change. Therefore, this embodiment determines the second change in the vehicle speed from the vehicle speed measurement time to the motor speed measurement time based on the second change curve (the change curve of the expected vehicle speed over time in a preset time period). Based on the second change and the expected vehicle speed at the vehicle speed measurement time, the vehicle speed at the motor speed measurement time is determined and the vehicle speed at the motor speed measurement time is used as the minimum speed among the target wheel speeds.

[0130] For example, the motor speed measurement time is 5ms before the current time, and the vehicle speed measurement time is 80ms before the current time. The estimated target vehicle speed at the time 80ms before the current time is determined from the second change curve, that is, the expected vehicle speed at the vehicle speed measurement time is obtained. If the target vehicle speed at the time 80ms before the current time is consistent with the current vehicle speed, the vehicle speed change from 80ms before the current time to 5ms before the current time can be determined according to the second change curve; the target vehicle speed 5ms before the current time is obtained by superimposing the vehicle speed change on the basis of the expected vehicle speed at the vehicle speed measurement time, that is, the target vehicle speed at the motor speed measurement time is obtained; since it is assumed that the vehicle speed and the wheel speed have the same numerical change, the minimum speed in the target wheel speed at the motor speed measurement time can be obtained, thereby ensuring that the minimum speed in the estimated wheel speed is synchronized with the wheel speed at the motor speed measurement time.

[0131] Specifically, the calculation formula for determining the minimum speed among the target wheel speeds at the time of motor speed measurement can be expressed as:

[0132] ω min (t-τ 电机 )=ω w_测量min +ω v_期望 (t-τ 电机 )-ω v_期望 (t-τ 驱动轮 );

[0133] That is, the minimum wheel speed ω among the target wheel speeds at the time of motor speed measurement min( t-τ 电机 ) = the minimum wheel speed among the current wheel speeds ω w_测量min +Expected vehicle speed at the time of motor speed measurementω v_期望 (t-τ 电机 )-expected vehicle speed at the time of wheel speed measurement ω v_期望 (t-τ 驱动轮 ).

[0134] In this embodiment, the speed of the vehicle is estimated by a prediction model, and the model parameters are corrected in real time based on a synchronous comparison between the prediction model estimated value and the measured value. The target vehicle speed at the wheel speed measurement time point and the minimum speed among the target wheel speeds at the motor speed measurement time point are determined based on the results of the prediction model, thereby improving the timeliness and control accuracy of vehicle drive control; at the same time, the vehicle calibration work is reduced, and the vehicle driving safety and comfort are improved while optimizing the driving torque.

[0135] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the vehicle drive control method of the present application. More simple transformations based on this technical concept are all within the scope of protection of the present application.

[0136] The present application provides a controller, which includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the vehicle drive control method in the above-mentioned embodiment one.

[0137] Reference below Figure 5 , which shows a schematic diagram of the structure of a controller suitable for implementing the embodiments of the present application. The controller in the embodiments of the present application may include, but is not limited to, mobile terminals such as mobile phones, tablet computers, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PMPs (Portable Media Players), in-vehicle terminals (such as in-vehicle navigation terminals), and fixed terminals such as digital televisions and desktop computers. Figure 5 The controller shown is merely an example and should not limit the functions and scope of use of the embodiments of the present application.

[0138] like Figure 5 As shown, the controller may include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.), which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. Various programs and data required for controller operation are also stored in RAM 1004. The processing device 1001, ROM 1002, and RAM 1004 are connected to each other via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: an input device 1007 including, for example, a touch screen, touchpad, keyboard, mouse, image sensor, microphone, accelerometer, gyroscope, etc.; an output device 1008 including, for example, a liquid crystal display (LCD), speaker, vibrator, etc.; a storage device 1003 including, for example, a magnetic tape, hard disk, etc.; and a communication device 1009. Communication device 1009 can allow the controller to communicate with other devices wirelessly or wired to exchange data. Although the figure shows a controller with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems can be implemented or have instead.

[0139] In particular, according to the embodiments disclosed in the present application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, the embodiments disclosed in the present application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program comprising program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0140] The controller provided in this application, employing the vehicle drive control method of the aforementioned embodiment, can resolve the technical problem of low vehicle drive control efficiency. Compared to the prior art, the beneficial effects of the controller provided in this application are the same as those of the vehicle drive control method provided in the aforementioned embodiment, and the other technical features of the controller are the same as those disclosed in the aforementioned embodiment, and are not further described here.

[0141] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0142] The above description 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 this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

[0143] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer program) stored thereon, and the computer-readable program instructions are used to execute the vehicle driving control method in the above-mentioned embodiment.

[0144] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0145] The computer-readable storage medium may be included in the controller, or may exist independently without being assembled into the controller.

[0146] The computer-readable storage medium carries one or more programs. When the one or more programs are executed by the controller, the controller is caused to execute the vehicle driving control method.

[0147] Computer program code for performing the operations of the present application may be written in one or more programming languages, or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on the remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., through the Internet using an Internet service provider).

[0148] The flow charts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to the various embodiments of the present application. In this regard, each box in the flow chart or block diagram can represent a module, program segment or a part of code, and the module, program segment or a part of code contains one or more executable instructions for realizing the prescribed logical functions. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order than that marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of the boxes in the block diagram and / or flow chart can be implemented by a dedicated hardware-based system that performs the prescribed function or operation, or can be implemented by a combination of dedicated hardware and computer instructions.

[0149] The modules described in the embodiments of the present application may be implemented in software or hardware, wherein the name of a module does not necessarily limit the unit itself.

[0150] The computer-readable storage medium provided herein stores computer-readable program instructions (i.e., a computer program) for executing the aforementioned vehicle drive control method, thereby resolving the technical issue of inefficient vehicle drive control. Compared to the prior art, the beneficial effects of the computer-readable storage medium provided herein are the same as those of the vehicle drive control method provided in the aforementioned embodiments, and are not further elaborated herein.

[0151] The present application also provides a computer program product, comprising a computer program, which implements the steps of the vehicle drive control method as described above when the computer program is executed by a processor.

[0152] The computer program product provided in this application can solve the technical problem of low vehicle drive control efficiency. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as the beneficial effects of the vehicle drive control method provided in the above embodiment, and will not be repeated here.

[0153] The above description is only part of the embodiments of the present application and does not limit the patent scope of the present application. All equivalent structural transformations made by using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect application in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A vehicle driving control method, characterized in that: The method includes: Get the current vehicle speed, the current wheel speed of the driving wheel, and the current motor speed of the driving motor; Vehicle drive control is performed according to the current vehicle speed, the current wheel speed of the driving wheel and / or the current motor speed, wherein the vehicle drive control includes anti-skid control, anti-shake control and / or limited slip differential control.

2. The method according to claim 1, wherein The step of controlling the vehicle drive according to the current vehicle speed, the current wheel speed of the driving wheel and / or the current motor speed includes: determining a target vehicle speed at a wheel speed measurement time based on the current vehicle speed, and determining a target wheel speed at a motor speed measurement time, wherein a time difference between the current time and the wheel speed measurement time is a wheel speed measurement delay, and a time difference between the current time and the motor speed measurement time is a motor speed measurement delay; Vehicle drive control is performed according to the target vehicle speed, the current wheel speed, the target wheel speed and / or the current motor speed, wherein the vehicle drive control includes anti-skid control, anti-shake control and / or limited slip differential control.

3. The method according to claim 2, wherein The current wheel speed and the target wheel speed both include wheel speeds corresponding to at least two driving wheels, and the step of controlling vehicle drive according to the target vehicle speed, the current wheel speed, the target wheel speed, and / or the current motor speed includes at least one of the following: performing anti-skid control according to the minimum wheel speed among the current wheel speeds and the target vehicle speed; performing anti-shake control according to the minimum wheel speed among the target wheel speeds and the current motor speed; Limited slip differential control is performed according to a minimum wheel speed and a maximum wheel speed among the current wheel speeds.

4. The method according to claim 3, wherein The step of performing anti-skid control according to the minimum wheel speed among the current wheel speeds and the target vehicle speed includes: determining a slip ratio of the drive wheels corresponding to the minimum wheel speed based on a minimum wheel speed among the current wheel speeds and the target vehicle speed, and initiating anti-slip control when the slip ratio is greater than a preset maximum slip ratio; The step of performing anti-shake control according to the minimum wheel speed among the target wheel speeds and the current motor speed includes: determining a current speed of the reducer based on a current transmission ratio and the current motor speed, and determining a first difference between the current speed of the reducer and a minimum wheel speed among the target wheel speeds, and initiating anti-shudder control when the first difference is greater than a preset first threshold and reaches a maximum value, wherein the current transmission ratio is associated with a current transmission gear position; The step of performing limited slip differential control according to the minimum wheel speed and the maximum wheel speed among the current wheel speeds includes: If a second difference between the maximum wheel speed and the minimum wheel speed in the current wheel speeds is greater than a preset second threshold, braking control is performed on the drive wheel corresponding to the maximum wheel speed to implement limited slip differential control.

5. The method according to claim 2, wherein The step of determining the target vehicle speed at the wheel speed measurement time includes: Obtaining the expected driving torque at multiple moments in a preset period before the current moment; Determining, based on the expected driving torque, a first variation curve of the expected acceleration over time within the preset period using a prediction model, wherein the prediction model is used to characterize a correlation between the expected driving torque and the expected acceleration at different moments; determining a second variation curve of the expected vehicle speed over time within the preset time period based on the first variation curve; The target vehicle speed at the wheel speed measurement time is determined according to the second variation curve.

6. The method according to claim 5, wherein The step of determining the target vehicle speed at the wheel speed measurement time according to the second variation curve includes: determining an expected vehicle speed at a vehicle speed measurement time according to the second variation curve, wherein a time difference between a current time and the vehicle speed measurement time is a vehicle speed measurement delay, and the vehicle speed measurement delay is greater than a wheel speed measurement delay; When the expected vehicle speed at the vehicle speed measurement time is consistent with the current vehicle speed, determining a first change in the vehicle speed between the vehicle speed measurement time and the wheel speed measurement time according to the second change curve; A target vehicle speed at the time of wheel speed measurement is determined based on the first variation and the expected vehicle speed at the time of vehicle speed measurement.

7. The method according to claim 6, wherein After the step of determining the expected vehicle speed at the vehicle speed measurement time according to the second variation curve, the method further includes: When the expected vehicle speed at the vehicle speed measurement moment is inconsistent with the current vehicle speed, the model parameters of the prediction model are corrected.

8. The method according to claim 5, wherein The method for determining the minimum wheel speed among the target wheel speeds includes: determining a second change in vehicle speed between the vehicle speed measurement time and the motor speed measurement time according to the second change curve; The vehicle speed at the motor speed measurement time is determined based on the second variation and the expected vehicle speed at the vehicle speed measurement time, and the vehicle speed at the motor speed measurement time is used as the minimum speed among the target wheel speeds.

9. The method according to claim 5, wherein Before the step of determining a first variation curve of the expected acceleration over time within the preset period of time by using a prediction model according to the expected driving torque, the method further includes: When the vehicle drive type is two-wheel drive and the expected driving torque is greater than a maximum first driving torque allowed by a maximum friction coefficient of the driving wheels, updating the expected driving torque greater than the first driving torque to the first driving torque, wherein the first driving torque is determined based on the maximum friction coefficient, the vehicle mass, the distance between the front wheels of the vehicle and the center of gravity of the vehicle, the distance between the front wheels of the vehicle and the rear wheels of the vehicle, and the road slope angle; When the vehicle drive type is four-wheel drive and the expected driving torque is greater than the maximum second driving torque allowed by the maximum friction coefficient of the driving wheel, the expected driving torque greater than the second driving torque is updated to the second driving torque, wherein the second driving torque is determined based on the maximum friction coefficient, the vehicle mass and the road slope angle.

10. A controller, characterized in that: The controller includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the vehicle driving control method according to any one of claims 1 to 9.

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