Vehicle torque control method and related equipment

Abstract

The invention discloses a vehicle torque control method and related equipment, and relates to the technical field of vehicle control, the method comprises the following steps: responding to a ramp identification signal, and switching a driving mode of a target vehicle to a four-wheel driving mode; determining a slip type in real time based on the tire rotation speed change rate of the target vehicle; when the slip type is a single-shaft slip mode, reducing a first torque distribution proportion of a slip shaft and increasing a second torque distribution proportion of a non-slip shaft according to a preset single-shaft gradient; and when the slipping type is a double-shaft slipping mode, single-side slipping control or double-side slipping control is executed according to the distribution position of the slipping wheels. By means of ramp recognition and slip type judgment, intelligent four-wheel drive switching and dynamic torque distribution are achieved, various working conditions are accurately dealt with, and the vehicle traction force, the cross-country performance and the driving stability can be improved.

Description

Technical Field

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

[0002] With the rapid development of intelligent vehicles, electric drives, and distributed control systems, a vehicle's ability to control driving in complex road conditions, particularly on slopes, slippery roads, or unpaved surfaces, has become a crucial indicator of vehicle performance and driving safety. Torque control strategies, as a core technology that influences traction distribution and skid suppression, are widely used in various vehicle control architectures, including intelligent four-wheel drive systems and off-road control systems. In dynamic driving conditions, such as starting on a hill and experiencing sudden changes in traction, properly distributing torque based on vehicle conditions is crucial for improving vehicle performance and user experience.

[0003] In the related art, common vehicle drive control methods are mostly based on a fixed front-to-rear axle torque distribution ratio or rely on unified adjustment by the chassis control system. Some solutions achieve anti-slip control by implementing simple torque limits on the front or rear axles. Although these methods have certain effects in some low-adhesion scenarios, due to the lack of dynamic recognition of actual road conditions and the ability to respond to multi-axle slip conditions, they are often unable to accurately identify and differentially control complex slip patterns. Especially in slope conditions, fixed-ratio control or full-vehicle torque reduction methods can lead to problems such as uneven power distribution and inefficient torque utilization, which in turn affects the vehicle's climbing ability and dynamic stability. In other words, the related art generally suffers from technical problems such as insufficient driving ability under complex road conditions, poor slip suppression, and reduced driving stability. Summary of the Invention

[0004] The Summary of the Invention section of this application introduces a series of simplified concepts that will be further described in detail in the Detailed Description of the Invention section. The Summary of the Invention section of this application is not intended to limit the key features and essential technical features of the claimed technical solution, nor is it intended to determine the scope of protection of the claimed technical solution.

[0005] The vehicle torque control method and related equipment provided in this application can achieve intelligent four-wheel drive switching and dynamic torque distribution through slope identification and slip type judgment, accurately respond to various working conditions, and improve vehicle traction, off-road performance and driving stability.

[0006] In a first aspect, the present application provides a vehicle torque control method, comprising: switching the driving mode of a target vehicle to a four-wheel drive mode in response to a ramp recognition signal; determining the slip type in real time based on the tire speed change rate of the target vehicle, wherein the slip type includes a single-axis slip mode and a dual-axis slip mode; when the slip type is the single-axis slip mode, reducing the first torque distribution ratio of the slipping axis and increasing the second torque distribution ratio of the non-slipping axis according to a preset single-axis gradient; when the slip type is the dual-axis slip mode, performing single-sided slip control or dual-sided slip control according to the distribution position of the slipping wheels.

[0007] In some embodiments, the vehicle torque control method further includes: in response to a ramp identification signal, inputting the current position information of the target vehicle and the ramp identification signal into a preset torque determination model to obtain an initial torque set corresponding to all wheels of the target vehicle; and distributing torque to the wheels of the target vehicle based on the total torque required by the driver and the initial torque set.

[0008] In some embodiments, determining the slip type based on the tire speed change rate of the target vehicle includes: obtaining the absolute value of the speed change rate of each wheel of the target vehicle within a preset time window; determining the wheel whose absolute value of the speed change rate exceeds a preset slip threshold as the slipping wheel; when the slipping wheels are located on the same axle of the target vehicle, determining the slip type to be the single-axis slip mode; when the slipping wheels are located on different axles of the target vehicle, determining the slip type to be the dual-axis slip mode.

[0009] In some embodiments, the slip type also includes a non-slip mode; reducing the first torque distribution ratio of the slipping shaft and increasing the second torque distribution ratio of the non-slipping shaft according to a preset single-axis gradient includes: inputting the current position information of the target vehicle and the slipping shaft type into a first preset distribution ratio determination model to obtain a first gradient parameter set, wherein the slipping shaft type includes front axle slip and rear axle slip; traversing the single-axis gradient parameters in the first gradient parameter set, and determining the difference between the first torque distribution ratio and the single-axis gradient parameter as the slip The current torque distribution ratio of the slipping shaft, the sum of the second torque distribution ratio and the single-axis gradient parameter is determined as the current torque distribution ratio of the non-slipping shaft; the product of the total torque required by the driver and the current torque distribution ratio of the slipping shaft is determined as the torque of the slipping shaft; the product of the total torque required by the driver and the current torque distribution ratio of the non-slipping shaft is determined as the torque of the non-slipping shaft; when the current torque distribution ratio of the non-slipping shaft is 1 or the slip type is the non-slip mode, the traversal of the first gradient parameter set is stopped.

[0010] In some embodiments, the performing of single-sided slip control or double-sided slip control according to the distribution position of the slipping wheels includes: performing the single-sided slip control when the distribution positions are located on the same side of the target vehicle; and performing the double-sided slip control when the distribution positions are located on different sides of the target vehicle.

[0011] In some embodiments, the execution of the unilateral slip control includes: inputting the current position information and the slip side type of the target vehicle into a second preset distribution ratio determination model to obtain a second gradient parameter set, wherein the slip side type includes left slip and right slip; traversing the unilateral gradient parameters in the second gradient parameter set, and determining the difference between the third torque distribution ratio and the unilateral gradient parameter as the current torque distribution ratio of the slip side, and determining the sum of the fourth torque distribution ratio and the unilateral gradient parameter as the current torque distribution ratio of the non-slip side, wherein the third torque distribution ratio is the initial torque distribution ratio of the slip side, and the fourth torque distribution ratio is the initial torque distribution ratio of the non-slip side; determining the product of the driver's required total torque and the current torque distribution ratio of the slip side as the torque of the slip side; determining the product of the driver's required total torque and the current torque distribution ratio of the non-slip side as the torque of the non-slip side; when the slip type is the non-slip mode, stopping the traversal of the second gradient parameter set.

[0012] In some embodiments, executing the bilateral slip control includes: inputting the current position information of the target vehicle and the total torque required by the driver into a third preset distribution ratio determination model to obtain a third gradient parameter set; traversing the total torque gradient parameters in the third gradient parameter set, and determining the difference between the total torque required by the driver and the total torque gradient parameters as the current required total torque of the target vehicle; multiplying the current required total torque by each preset torque distribution ratio in the preset torque distribution ratio set to determine the torque of each wheel of the target vehicle; when the slip type is the non-slip mode or the single-axis slip mode, stopping the traversal of the third gradient parameter set.

[0013] In the second aspect, the present application also provides a vehicle torque control device, including: a ramp response unit for switching the drive mode of the target vehicle to a four-wheel drive mode in response to a ramp identification signal; a slip determination unit for determining the slip type in real time based on the tire speed change rate of the target vehicle, wherein the slip type includes a single-axis slip mode and a dual-axis slip mode; a single-axis slip control unit for reducing the first torque distribution ratio of the slipping axis and increasing the second torque distribution ratio of the non-slipping axis according to a preset single-axis gradient when the slip type is the single-axis slip mode; a dual-axis slip control unit for performing single-sided slip control or dual-sided slip control according to the distribution position of the slipping wheels when the slip type is the dual-axis slip mode.

[0014] In a third aspect, the present application further provides an electronic device comprising: a memory and a processor, wherein the processor is configured to implement the steps of the vehicle torque control method described in the first aspect when executing a computer program stored in the memory.

[0015] In a fourth aspect, the present application further provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the vehicle torque control method described in the first aspect.

[0016] In a fifth aspect, the present application also provides a computer program product, including a computer program or computer executable instructions. When the computer program or computer executable instructions are executed by a processor, the vehicle torque control method provided in the embodiment of the present application is implemented.

[0017] In summary, the present application automatically switches to four-wheel drive mode through the slope recognition signal, and can intelligently adjust the driving mode according to the road conditions without the need for manual operation by the driver, thereby improving driving convenience and driving stability when starting on a slope, and helping to quickly establish effective traction in low-adhesion conditions such as slopes, thereby enhancing the vehicle's passability and safety; based on the tire speed change rate, the vehicle's slip type is judged in real time, and divided into single-axis slip and dual-axis slip modes, to achieve accurate identification of different working conditions, and can provide a reliable basis for subsequent torque adjustment, avoiding control failure or energy waste caused by misjudgment; for single-axis slip The slip mode dynamically adjusts the torque distribution ratio of the front and rear axles in a gradient manner, that is, gradually reduces the torque of the slipping axle, while increasing the torque of the non-slipping axle, ensuring that the vehicle always has sufficient traction and reduces the frequency of slipping. Compared with traditional control, it is softer and more stable, improving the power performance and driving smoothness of the vehicle. When the vehicle has double-axle slip, it is divided into single-side slip control or double-side slip control according to the distribution of the slipping wheels. The total torque output of the wheels on a specific side can be limited or adjusted to prevent spinning in place or unstable posture. It can more efficiently cope with complex working conditions and comprehensively improve the off-road performance and driving safety of the vehicle. In summary, the vehicle torque control method provided in this application realizes intelligent four-wheel drive switching and dynamic torque distribution through slope recognition and slip type judgment, accurately responds to various working conditions, and can improve vehicle traction, off-road performance and driving stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present description. The same reference symbols are used throughout the drawings to represent the same components. In the drawings:

[0019] Figure 1 A schematic flow chart of a vehicle torque control method provided in an embodiment of the present application;

[0020] Figure 2 A schematic diagram of the structure of a vehicle torque control device provided in an embodiment of the present application;

[0021] Figure 3 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0022] Terms in the specification, claims, and drawings of this application, such as "first," "second," "third," "fourth," and the like (if any), are used to distinguish between similar objects, rather than to describe a particular order or precedence. Therefore, it is understood that these terms can be used interchangeably where appropriate, so that the embodiments described can be implemented in a different order, unless otherwise specified in the drawings or descriptions. In addition, the terms "is" and "has" and any variations thereof in this application are intended to cover all possible constituent elements on a non-exclusive basis. For example, a process, method, system, product, or apparatus that includes several steps or units is not necessarily limited to the steps or units that are explicitly listed, but may also include other steps or units that are not explicitly listed, or steps or units that are inherent to the process, method, product, or apparatus.

[0023] In this application, a "module" or "unit" refers to a computer program or part of a computer program that has a specific function and works in conjunction with other related parts to achieve a predetermined goal. These modules or units can be implemented by software, hardware (such as processing circuits or memories), or a combination of the two. One or more processors or memories can implement one or more modules or units. At the same time, each module or unit can also be part of a larger module or unit.

[0024] The technical solutions in this application will be described in detail below in conjunction with the accompanying drawings in the embodiments. It should be noted that the embodiments described are only part of this application, not all embodiments. In the following description, the "some embodiments" mentioned are only a subset of all possible embodiments, which may be the same or different subsets, and different embodiments can be combined with each other without conflict.

[0025] Figure 1 This is a flow chart of a vehicle torque control method provided by an embodiment of the present application. Figure 1 The vehicle torque control method provided in the embodiment of the present application may include the following steps 101 to 104:

[0026] Step 101, in response to a ramp recognition signal, switching the driving mode of the target vehicle to a four-wheel drive mode;

[0027] In some examples, the ramp recognition signal is a control signal generated by detecting the longitudinal inclination of the road on which the vehicle is currently located, and is used to determine whether the vehicle is on a ramp. For example, when the front of the vehicle is lifted, the IMU pitch angle exceeds +5°, or the current road slope mark in the map exceeds 8%, it is considered to be in an uphill state, and a ramp recognition signal is generated. The target vehicle is the vehicle currently executing the vehicle torque control method, that is, a complete vehicle object with four-wheel drive capability and slip recognition capability. For example, a new energy SUV equipped with an electronically controlled four-wheel drive system is identified as the target vehicle for this control logic execution during the slope start phase. The driving mode refers to the driving method currently adopted by the vehicle power system, which can include different modes such as two-wheel drive and four-wheel drive. The driving mode can be manually selected by the driver or automatically switched according to road conditions and slip information. The four-wheel drive mode means that all four wheels of the target vehicle can receive driving torque from the power source, which can be any of full-time four-wheel drive, part-time four-wheel drive or part-time four-wheel drive; for example, after detecting the slope recognition signal, the controller sends a command to close the rear axle clutch, switching the original front-wheel drive state to a four-wheel drive state in which both the front and rear wheels receive power.

[0028] For example, when the target vehicle is about to start from a stationary state on a steep slope, the IMU sensor detects that the vehicle's pitch angle exceeds the set threshold, and the map data confirms that the current road slope is greater than 8%; based on this, a slope recognition signal is generated, triggering the control unit to switch the drive mode from two-wheel drive mode to four-wheel drive mode; if the target vehicle is an electric vehicle, the rear axle motor will be activated so that all four wheels are involved in the drive, thereby improving starting traction and preventing the front wheels from slipping.

[0029] Through the implementation of step 101, the slope environment is automatically identified and the four-wheel drive mode is actively switched to. This can significantly improve the vehicle's traction ability and driving stability on uphill or low-adhesion roads, avoid relying on the driver to manually switch the drive mode, and respond more promptly, which can improve operational convenience and driving safety. It is especially suitable for sudden slope starting or off-road scenarios.

[0030] Step 102 , determining a slip type in real time based on a tire speed change rate of the target vehicle, wherein the slip type may include a single-axle slip mode and a dual-axle slip mode;

[0031] In some examples, the tire speed change rate refers to the degree of change in tire speed per unit time, which can be expressed by dividing the speed difference measured by the wheel speed sensor by the time interval, and can reflect whether the tire is slipping abnormally; for example, at a certain moment, the speed of the right front wheel suddenly increases from 200rpm to 500rpm in 0.1 seconds, and its rate of change is much higher than that of other wheels. Based on this, it can be determined that it is slipping. The slip type refers to the classification of insufficient adhesion of the vehicle tire during driving. It is divided into different modes according to the location of the slipping wheel to guide subsequent torque adjustment; the rate of change of each wheel speed can be compared to identify which wheels are abnormally accelerating, and the axial position (front / rear axle) and lateral distribution (left / right side) of the abnormal wheel can be determined; for example, if the speed of the front wheels increases sharply at the same time, while the rear wheels are stable, it is considered "front axle slip", that is, single-axle slip mode. Single-axle slip mode refers to a state in which at least one wheel on one of the target vehicle's axles (front or rear) is slipping. This is commonly seen when the drive shaft torque is excessive or adhesion drops suddenly. For example, when starting uphill, insufficient adhesion causes both front wheels to spin simultaneously, while the rear wheels show no noticeable slip, indicating single-axle slip mode with front axle slip. Dual-axle slip mode occurs when both front and rear axles of the target vehicle experience noticeable wheel slip, indicating low overall adhesion or extremely harsh conditions. For example, when starting on all wheels on a slippery slope, the left front wheel and right rear wheel spin rapidly almost simultaneously, detecting cross-axle slip and determining a dual-axle slip mode.

[0032] For example, during an actual hill start, the vehicle control system monitors the speed change rate of the four wheels in real time through wheel speed sensors; if a sudden increase in the front wheel speed is detected while the rear wheel remains stable, it can be determined that the front axle is slipping, that is, a single-axle slip mode; if both the front and rear wheels show a rapid slip trend, it is further determined to be a dual-axle slip mode.

[0033] Through the implementation of step 102, the real-time monitoring and analysis of the tire speed change rate can quickly and accurately identify different slip states, thereby providing an accurate basis for the subsequent torque adjustment strategy. Compared with the traditional method that relies on fixed logic judgment, it can improve the accuracy of slip identification and help improve the response speed and judgment reliability of the overall control method.

[0034] Step 103 , when the slip type is a single-axis slip mode, reducing the first torque distribution ratio of the slipping axis and increasing the second torque distribution ratio of the non-slipping axis according to a preset single-axis gradient;

[0035] In some examples, a preset single-axis gradient refers to a predefined step size in the control strategy that is used to gradually adjust the torque distribution ratio between the front and rear axles, and is used to smoothly transition the torque output when a single axle slips. The preset single-axis gradient can be dynamically retrieved based on vehicle speed, road adhesion coefficient, slip duration, historical driving data, etc. For example, a set of preset single-axis gradients is [0.05, 0.10, 0.15, 0.20], which means that the torque distribution of the slipping axle is reduced by 5% with each iteration, and the torque distribution of the non-slipping axle is increased by 5% accordingly. A slipping axle refers to an axle that is slipping, and the rate of change of its wheel speed exceeds the slip threshold, resulting in a significant decrease in adhesion. For example, when starting uphill, if the front wheels are spinning significantly while the rear wheels are rolling normally, the "front axle" is the slipping axle. The first torque distribution ratio refers to the proportion of the current total drive torque allocated to the slipping axle. The initial value can be the system-set base torque distribution for the front and rear axles, such as 60:40. When slip is detected, this ratio is gradually reduced according to a preset gradient. For example, if the driver's total torque demand is 200Nm and the initial front axle torque ratio is 60%, the front axle receives 120Nm. After slip, the front axle torque ratio drops to 50%, resulting in only 100Nm. A non-slipping axle is determined to be non-slipping during the slip analysis, meaning its two tires have not exceeded the slip threshold and have relatively sufficient adhesion. For example, if the front axle is slipping and the rear axle wheel speed is stable, the rear axle is considered non-slipping. The second torque distribution ratio refers to the proportion of the current total drive torque allocated to the non-slipping axle, which can be gradually increased after slip occurs to improve vehicle traction. The second torque distribution ratio complements the first torque distribution ratio and can be adjusted synchronously with the first ratio according to a preset single-axis gradient. For example, if the first torque distribution ratio is reduced from 60% to 50%, the second torque distribution ratio will increase from 40% to 50%.

[0036] For example, when the front axle is judged to be slipping through the wheel speed, the single-axis torque adjustment mechanism will be activated. According to the preset single-axis gradient, the torque distribution ratio of the front axle (slipping axle) will be gradually reduced in steps of 5%, and the torque distribution ratio of the rear axle (non-slipping axle) will be increased simultaneously, so that more torque is transmitted to the side with higher adhesion. This process responds and adjusts dynamically in real time, which can avoid sudden changes in vehicle posture due to one-time large adjustments, and effectively improve climbing stability and smoothness of power response.

[0037] By implementing step 103, the torque of the slipping shaft is gradually reduced and the torque of the non-slipping shaft is gradually increased, so as to achieve flexible adjustment, avoid drastic torque mutations, effectively prevent further slipping, and maximize the use of the traction of the non-slipping shaft to improve the vehicle's passability, traction efficiency and driving smoothness.

[0038] Step 104: When the slip type is a dual-axle slip mode, performing single-side slip control or dual-side slip control according to the distribution position of the slipping wheels;

[0039] In some examples, a slipping wheel refers to a wheel that slips when the rate of change of its rotational speed exceeds a slip threshold at a certain moment, which can manifest as a high slip ratio, insufficient adhesion, or idling. The wheel speed can be measured by a wheel speed sensor, and the rate of change of the wheel speed is compared with a preset slip threshold. The wheels that meet the preset slip threshold conditions are determined to be slipping wheels. For example, the left front wheel and the left rear wheel can be determined to be slipping wheels if their wheel speeds increase rapidly and their slip is greater than that of other wheels. The distribution of the slipping wheels refers to the distribution of the slipping wheels in the lateral or longitudinal direction of the vehicle, which is used to determine whether the slip is concentrated on one side or distributed on both sides. For example, the left front wheel and the left rear wheel slip and are distributed on the same side; the left front wheel and the right rear wheel slip and are distributed on different sides. Single-side slip control refers to when the slipping wheels are concentrated on one side of the vehicle (such as the left side), by adjusting the torque distribution ratio between that side and the non-slipping side, reducing the torque on the slipping side and enhancing stability. For example, if the left front wheel and left rear wheel slip, the torque output of the left wheel will be reduced, and the right wheel drive will be enhanced to prevent the vehicle from slipping or spinning on the spot. For example, the left torque distribution ratio will be reduced from 40% to 30%, and the right torque distribution ratio will be increased from 60% to 70%. Double-side slip control refers to when the slipping wheels are on both sides of the vehicle, indicating a decrease in the overall vehicle adhesion. At this time, the overall drive torque can be reduced or the distribution strategy of each wheel can be optimized to improve traction efficiency and stability.

[0040] For example, when it is identified that the vehicle has dual-axle slip, it is first classified according to the wheel slip distribution position. If the slipping wheels are concentrated on the left side, the single-sided slip control is entered, and the torque distribution ratio on the left side is reduced by a preset gradient, and the output on the right side is increased to help the vehicle resume straight and stable driving; if the slipping wheels are distributed on the left and right sides, the double-sided slip control strategy is executed, by reducing the torque output of the whole vehicle and re-optimizing the four-wheel distribution, to avoid spinning in place or posture imbalance; this adaptive control mechanism can significantly improve the target vehicle's passability and safety on complex slopes or low-adhesion roads.

[0041] Through the implementation of step 104, differentiated control strategies are executed according to the specific distribution of the slipping wheels. This can limit the torque output of a specific side wheel (single-sided control) or coordinate torque reduction across the entire vehicle (double-sided control), thereby avoiding problems such as vehicle idling and lateral instability. It can improve the flexibility and stability of the control method in dealing with complex road conditions and enhance the overall anti-skid and off-road capabilities.

[0042] In summary, the embodiment of the present application automatically switches to four-wheel drive mode through the slope recognition signal, and can intelligently adjust the driving mode according to the road conditions without the need for manual operation by the driver, thereby improving driving convenience and driving stability when starting on a slope, helping to quickly establish effective traction in low-adhesion conditions such as slopes, and enhancing the vehicle's passability and safety; based on the tire speed change rate, the vehicle's slip type is judged in real time, and divided into single-axis slip and dual-axis slip modes, to achieve accurate identification of different working conditions, and can provide a reliable basis for subsequent torque adjustment, avoiding control failure or energy waste caused by misjudgment; for single-axis The slip mode dynamically adjusts the torque distribution ratio of the front and rear axles in a gradient manner, that is, gradually reduces the torque of the slipping axle while increasing the torque of the non-slipping axle, ensuring that the vehicle always has sufficient traction and reduces the frequency of slipping. Compared with traditional control, it is softer and more stable, improving the dynamic performance and driving smoothness of the vehicle. When the vehicle has dual-axle slip, it is divided into single-side slip control or double-side slip control according to the distribution of the slipping wheels. The total torque output of the wheels on a specific side can be limited or adjusted to prevent spinning in place or posture instability. It can more efficiently cope with complex working conditions and comprehensively improve the off-road performance and driving safety of the vehicle. In summary, the vehicle torque control method provided in the embodiment of the present application realizes intelligent four-wheel drive switching and dynamic torque distribution through slope recognition and slip type judgment, accurately responds to various working conditions, and can improve vehicle traction, off-road performance and driving stability.

[0043] In some embodiments, the aforementioned vehicle torque control method may further include: in response to a ramp recognition signal, inputting the current position information of the target vehicle and the ramp recognition signal into a preset torque determination model to obtain an initial torque set corresponding to all wheels of the target vehicle; and distributing torque to the wheels of the target vehicle according to the total torque required by the driver and the initial torque set.

[0044] In some examples, current location information refers to the target vehicle's geographic location and posture at the current point in time, and may include latitude and longitude, elevation, heading angle, road type, altitude change, etc. For example, the vehicle's current location is "30.1234°N, 114.5678°E," located on an uphill urban road with a 12% gradient. A preset torque determination model is a mathematical or machine learning model used to calculate the initial torque values ​​for each wheel of the vehicle. Inputs may include current location information, gradient, load, etc., and the output is the recommended initial torque for each wheel. For example, the preset torque determination model inputs "30.1234°N, 114.5678°E, 12% gradient, left turn, current speed of 20 km / h" and outputs 80 Nm for the left front wheel, 100 Nm for the right front wheel, 90 Nm for the left rear wheel, and 110 Nm for the right rear wheel. The initial torque set refers to a set of recommended torque ratios calculated for each of the four wheels under current road and environmental conditions, serving as a basis for subsequent torque distribution. The total driver-demanded torque refers to the total driving demand torque given by the current driver through the accelerator pedal input or the vehicle control system. The total driver-demanded torque can come from the real-time response of the engine / motor control unit to the accelerator pedal opening. For example, the driver steps on the accelerator and the current total driver-demanded torque is judged to be 400Nm. If the initial torque set is {20%, 25%, 22.5%, 32.5%}, the torques of each wheel are 80Nm, 100Nm, 90Nm, and 130Nm respectively.

[0045] For example, when the vehicle recognizes that it has entered a sloped road section, it immediately obtains the current positioning information and the high-precision road map matching results to confirm that it is on a 12% uphill curve; then, this information is input into the preset torque determination model, which comprehensively considers the road slope, wheel load and stability requirements to calculate a set of initial torque sets; at the same time, the driver issues a larger power demand through the accelerator pedal, and the total torque required by the driver can be finely distributed to the four wheels according to the proportion in the initial torque set, and the wheel speed difference and grip status are monitored in real time to reserve response space for possible slip adjustments.

[0046] Through the implementation of the above embodiment, a torque determination model driven by both current position information and slope recognition signals is introduced. The initial torque of each wheel can be given in advance in combination with historical road data and driving habits, and then finely distributed by adding the driver's real-time power demand. This not only reduces the number of subsequent control cycles and reduces the computing load, but also makes the first-wheel output closer to the driver's intention, avoiding response lag caused by repeated adjustments.

[0047] In some embodiments, the aforementioned determination of the slip type based on the tire speed change rate of the target vehicle may include: obtaining the absolute value of the speed change rate of each wheel of the target vehicle within a preset time window; determining the wheel whose absolute value of the speed change rate exceeds a preset slip threshold as a slipping wheel; when the slipping wheels are located on the same axle of the target vehicle, determining the slip type to be a single-axis slip mode; when the slipping wheels are located on different axles of the target vehicle, determining the slip type to be a dual-axis slip mode.

[0048] In some examples, a preset time window is the length of the period during which wheel speed data is collected within a certain timeframe. This allows for detecting any drastic changes in wheel speed over a short period of time, thereby determining whether a wheel is slipping. The preset time window can be preset by the vehicle control system, such as 100ms or 200ms, or can be dynamically adjusted based on vehicle type and driving environment. For example, if the preset time window is 200ms, the tire speed change for each wheel is calculated every 200ms. The absolute value of the speed change rate refers to the absolute value of the speed change of a particular wheel within the preset time window, and is used to measure whether the wheel speed increases or decreases abnormally. The preset slip threshold is the critical value of the speed change rate used to determine whether a tire is slipping. If the preset slip threshold is exceeded, the wheel is considered to be slipping. For example, if the preset slip threshold is 2000 rpm / s, a wheel is considered to be slipping if the absolute value of the speed change rate reaches 3000 rpm / s, exceeding the preset slip threshold. If all the detected slipping wheels are located on the front or rear axle of the vehicle, the slip type is determined to be a single-axis slip mode; when the slipping wheels are located on different axles of the target vehicle, the slip type is determined to be a dual-axis slip mode.

[0049] For example, when the target vehicle starts uphill, the absolute values ​​of the speed change rates of the four wheels are collected in real time with 200 milliseconds as the preset time window; at this time, it is detected that the speeds of the left front wheel and the right front wheel drop sharply in a short period of time, and the absolute values ​​of the speed change rates are 2800rpm / s and 2600rpm / s respectively, both exceeding the set preset slip threshold of 2000rpm / s; because the two slipping wheels are both located on the front axle, it is identified that the current mode is single-axis slip.

[0050] Through the implementation of the above embodiment, by comparing the wheel speed change rate with the slip threshold within a short time window, the position of the slipping wheel can be accurately locked and whether it is single-axis or double-axis slip. This real-time detection method based on absolute value threshold is robust to different tire diameters, wear conditions or load changes, and can significantly improve the sensitivity and accuracy of slip identification, laying a solid foundation for subsequent torque control strategies.

[0051] In some embodiments, the aforementioned slip type may also include a non-slip mode; the aforementioned reducing the first torque distribution ratio of the slipping axis and increasing the second torque distribution ratio of the non-slipping axis according to a preset single-axis gradient may include: inputting the current position information of the target vehicle and the slipping axis type into a first preset distribution ratio determination model to obtain a first gradient parameter set, wherein the slipping axis type may include front axle slip and rear axle slip; traversing the single-axis gradient parameters in the first gradient parameter set, and determining the difference between the first torque distribution ratio and the single-axis gradient parameter as the current torque distribution ratio of the slipping axis, and determining the sum of the second torque distribution ratio and the single-axis gradient parameter as the current torque distribution ratio of the non-slipping axis; determining the product of the total torque required by the driver and the current torque distribution ratio of the slipping axis as the torque of the slipping axis; determining the product of the total torque required by the driver and the current torque distribution ratio of the non-slipping axis as the torque of the non-slipping axis; when the current torque distribution ratio of the non-slipping axis is 1 or the slip type is the non-slip mode, stopping the traversal of the first gradient parameter set.

[0052] In some examples, the non-slip mode is when no wheel slip is detected in the target vehicle's current state, and all tires are in normal adhesion. For example, when starting normally on a dry slope, all wheel speeds change smoothly, which is determined to be non-slip mode. The slipping axle type refers to the axle on which the slipping wheel is located, which can be divided into front axle slip or rear axle slip. Front axle slip refers to slipping of the left front wheel and / or right front wheel of the target vehicle, and rear axle slip refers to slipping of the left rear wheel and / or right rear wheel. The first preset distribution ratio determination model is a trained model used to output multiple possible torque adjustment gradient parameters based on the vehicle's current position and slipping axle type. The first preset distribution ratio determination model can be constructed using a neural network, a decision tree, or an empirical formula, and the training data can come from actual road tests or simulations. For example, if the input is "slope 10° and front axle slip", the output is a first gradient parameter set of [0.05, 0.1, 0.15]. The first gradient parameter set is a set of gradient values ​​output by the first preset torque distribution ratio determination model, which is used to gradually adjust the torque distribution ratio to ensure a smooth transfer of torque from the slipping axle to the non-slipping axle. The single-axis gradient parameter is a single value in the first gradient parameter set and is used to adjust the torque ratio between the slipping axle and the non-slipping axle in this iteration. For example, the single-axis gradient parameter used in the current iteration is 0.10, indicating that 10% of the total driver-requested torque will be shifted from the slipping axle to the non-slipping axle. For another example, if the first torque distribution ratio is 0.6 and the single-axis gradient parameter is 0.1, the current torque distribution ratio for the slipping axle is 0.6-0.1=0.5, and if the second torque distribution ratio is 0.4, the current torque distribution ratio for the non-slipping axle is 0.4+0.1=0.5. If the non-slipping axle has already received the full torque (the current torque distribution ratio is 1) or has returned to normal (non-slip mode), no further torque distribution is required.

[0053] For example, during the uphill start of the target vehicle, it is identified that the vehicle is currently in front axle slip mode and the total torque requested by the driver is 300 Nm. The first preset distribution ratio determination model is called, and the current position and slip axle type (front axle) are combined to output the gradient set [0.05, 0.10, 0.15]; if the initial distribution ratio is 0.6 for the front axle and 0.4 for the rear axle; after the first round of gradient adjustment (0.05), the current torque distribution is 0.55 (165 Nm) for the front axle and 0.45 (135 Nm) for the rear axle; the iteration is continued until the rear axle ratio reaches 1.0 or the slip is released, thereby achieving dynamically stable torque control.

[0054] Through the implementation of the above embodiment, the position information and the slipping axle type are input into the first distribution ratio model, and the preset gradient is gradually traversed until the slip is released or the non-slipping axle torque accounts for 100%, thereby ensuring that the driver's total torque demand is not suddenly reduced, and the power is continuously and smoothly transferred to the axle with adhesion; therefore, the power output can be kept smooth while maximizing the climbing ability, which significantly improves the driving experience.

[0055] In some embodiments, the aforementioned execution of single-sided slip control or double-sided slip control based on the distribution position of the slipping wheels may include: executing single-sided slip control when the distribution position is located on the same side of the target vehicle; executing double-sided slip control when the distribution position is located on different sides of the target vehicle.

[0056] For example, when a target vehicle starts on a slippery, curving road, slip is detected on both the left front and left rear wheels. Since the slipping wheel is on the left side of the vehicle, a single-side slip control strategy is implemented, which appropriately reduces torque on the left side and increases torque on the right side. Limited-slip braking is applied to the left wheel in conjunction with the electronic differential to maintain the vehicle's straight-line stability. Conversely, if the slipping wheels are detected on the right front and left rear wheels, indicating slip on different sides, torque on all four wheels is adjusted simultaneously, using the four-wheel drive system to dynamically distribute force. The vehicle stability system may also be activated to coordinate steering correction and braking to suppress yaw or deviation, thereby improving the vehicle's dynamic stability.

[0057] Through the implementation of the above embodiment, unilateral or bilateral control is selected according to whether the slipping wheels are located on the same side, so that the torque adjustment is more in line with the actual force conditions: when the same side slips, the driving force on that side is concentrated and contracted to prevent the vehicle from slipping laterally; when the opposite sides slip at the same time, the torque of the four wheels is unified and coordinated to avoid standing still; this diversion mechanism can maintain optimal stability in both symmetrical or asymmetrical slip scenarios.

[0058] In some embodiments, the aforementioned execution of unilateral slip control may include: inputting the current position information and slip side type of the aforementioned target vehicle into a second preset distribution ratio determination model to obtain a second gradient parameter set, wherein the slip side type may include left slip and right slip; traversing the unilateral gradient parameters in the second gradient parameter set, and determining the difference between the third torque distribution ratio and the unilateral gradient parameter as the current torque distribution ratio of the slip side, and determining the sum of the fourth torque distribution ratio and the unilateral gradient parameter as the current torque distribution ratio of the non-slip side, wherein the third torque distribution ratio is the initial torque distribution ratio of the slip side, and the fourth torque distribution ratio is the initial torque distribution ratio of the non-slip side; determining the product of the total torque required by the driver and the current torque distribution ratio of the slip side as the torque of the slip side; determining the product of the total torque required by the driver and the current torque distribution ratio of the non-slip side as the torque of the non-slip side; when the slip type is non-slip mode, stopping the traversal of the second gradient parameter set.

[0059] In some examples, the slipping side type refers to the side of the target vehicle experiencing wheel slip, which can be categorized as left-side slip or right-side slip. The second preset distribution ratio determination model outputs multiple unilateral gradient parameters for adjusting the left-right torque distribution ratio based on the vehicle's current position and slipping side type. This second preset distribution ratio determination model can be pre-trained using machine learning methods such as decision trees or neural networks. It takes vehicle position information and slipping side type as input and outputs recommendations for distribution adjustments of varying degrees, such as [0.05, 0.1, 0.15, ...]. The second gradient parameter set is a set of unilateral gradient parameters output by the second preset distribution ratio determination model, used to gradually adjust the torque distribution ratio to find the optimal control effect. For example, if the output is [0.1, 0.15, 0.2], the system will gradually attempt to reduce the slipping side torque by 10%, 15%, and 20% of the total driver-requested torque. A unilateral gradient parameter is a single parameter value in the second preset distribution ratio determination model, indicating the magnitude of the torque distribution adjustment currently being attempted. The third torque distribution ratio is the initial torque ratio distributed to the slipping side, and the fourth torque distribution ratio is the initial torque ratio distributed to the non-slipping side; the third torque distribution ratio and the fourth torque distribution ratio can be derived from the initial distribution rule, such as symmetrical distribution, that is, the third torque distribution ratio and the fourth torque distribution ratio are both 50%.

[0060] For example, during an uphill start, the left wheel of the target vehicle is identified as slipping, and the positioning information indicates that it is in a wet slope section. The "left side slip" and the current position are input into the second preset distribution ratio determination model to obtain a second gradient parameter set such as [0.1, 0.15, 0.2]. Then, the torque distribution is gradually adjusted starting from 0.1, so that the current torque ratio of the slipping side is reduced from 0.5 to 0.4, and the current torque ratio of the non-slipping side is increased to 0.6, thereby significantly improving the grip of the target vehicle. If it is detected that the slipping state has been eliminated after adjustment to a certain gradient (i.e., entering the non-slipping mode), the adjustment is automatically stopped and the current distribution state is maintained to stabilize the drive output.

[0061] Through the implementation of the above embodiment, in a unilateral slip scenario, the second distribution ratio model is used to set gradients on the left / right sides and traverse them separately, so that the torque on the slipping side is gradually reduced and the torque on the non-slipping side is gradually increased; this differential strategy retains the traction potential of the non-slipping side and avoids instability caused by sudden changes in lateral force, and is particularly suitable for off-road driving on narrow mountain roads or slopes with alternating adhesion surfaces.

[0062] In some embodiments, the aforementioned execution of bilateral slip control may include: inputting the current position information of the target vehicle and the total torque required by the driver into a third preset distribution ratio determination model to obtain a third gradient parameter set; traversing the total torque gradient parameters in the third gradient parameter set, and determining the difference between the total torque required by the driver and the total torque gradient parameters as the current required total torque of the target vehicle; multiplying the current required total torque by the product of each preset torque distribution ratio in the preset torque distribution ratio set to determine the torque of each wheel of the target vehicle; when the slip type is a non-slip mode or a single-axis slip mode, stopping the traversal of the third gradient parameter set.

[0063] In some examples, a third preset distribution ratio determination model is used to generate a set of total torque gradient parameters for dynamic torque reduction in the event of double-sided slip, combining the vehicle's current position information and the driver's requested total torque. The third preset distribution ratio determination model can be trained based on historical slope road condition data and torque control feedback. The third gradient parameter set is a set of torque gradient step values ​​output by the third preset distribution ratio determination model, which is used to gradually reduce the driver's requested torque to gradually find the optimal output value to avoid slip. For example, the third gradient parameter set is [100, 150, 200], indicating an attempt to output a torque equal to the driver's requested total torque minus these values. The total torque gradient parameter is a parameter representing a torque reduction amplitude for each value in the third gradient parameter set. For example, if the driver's requested total torque is 1000 Nm and the total torque gradient parameter is 200 Nm, the current requested total torque is 800 Nm. The newly "torque-reduced" current total torque can then be redistributed according to a predetermined distribution ratio for each wheel, such as [0.25, 0.25, 0.25, 0.25]. Each time a new torque gradient parameter is tried, the slip type is detected. If the state has entered "no slip" or "single-axis slip", it is considered that the current torque control has reached the effective range and further torque reduction is terminated.

[0064] For example, on a sloped road section where two axles are slipping simultaneously, the current position information and the total torque request required by the driver are input into a third preset distribution ratio determination model to obtain a third gradient parameter set such as [100, 200, 300] Nm; the total torque is tried to be reduced in sequence and redistributed to the four wheels, while detecting in real time whether the slip is alleviated; once it is detected that only one axle is slipping or the adhesion is fully restored, further torque reduction can be stopped to maintain stable driving at the current output; this can effectively avoid safety risks caused by severe slipping while ensuring driving force.

[0065] Through the implementation of the above embodiment, when both sides are slipping, the total torque required by the driver is gradually reduced through the third model, and linked with a set of preset torque distribution ratios to synchronously output smaller but relatively balanced torque to the four wheels; this overall torque reduction and proportional distribution method can avoid four-wheel idling under extremely low adhesion conditions and ensure that the vehicle can still slowly climb or stop smoothly.

[0066] In some embodiments, the aforementioned determination of the difference between the driver's required total torque and the total torque gradient parameter as the current required total torque of the target vehicle may include: determining the difference between the driver's required total torque and the total torque gradient parameter as the intermediate required total torque of the target vehicle; and determining the product of the intermediate required total torque and the dynamic attenuation coefficient as the current required total torque, wherein the dynamic attenuation coefficient is calculated based on the number of slipping wheels and the slipping duration.

[0067] In some examples, the intermediate total torque demand is the output of a preliminary static reduction of the driver's total torque demand, without adjusting for dynamic road conditions. For example, if the driver's total torque demand is 1000 Nm and the total torque gradient parameter is 150 Nm, the intermediate total torque demand is 850 Nm. A dynamic attenuation factor is used to dynamically adjust the intermediate total torque demand based on actual slip conditions to improve control accuracy and responsiveness. For example, if there are two slipping wheels and the slip duration is 3 seconds, the dynamic attenuation factor might be 0.85; if there is one slipping wheel and the slip duration is 0.5 seconds, the dynamic attenuation factor might be 0.95. The product of the intermediate total torque demand and the dynamic attenuation factor is used to determine the current total torque demand. This value is the actual total output used for torque distribution, combining static reduction and dynamic adjustment. For example, if the intermediate total torque demand is 850 Nm and the intermediate total torque demand is 0.9, the current total torque demand is 765 Nm. The number of slipping wheels indicates the number of wheels that are currently slipping on the vehicle. The slip duration is the continuous time that any wheel of the target vehicle is in a slipping state. The dynamic attenuation coefficient is calculated based on the number of slipping wheels and the slip duration. For example, the more slipping wheels there are or the longer the slip duration is, the greater the torque reduction amplitude is, that is, the smaller the dynamic attenuation coefficient is. The specific implementation method can use a rule table, a linear fitting model, or a neural network.

[0068] For example, after identifying that the target vehicle is slipping on both axles and lasting for more than 2 seconds, 150 Nm is deducted from the driver's required total torque of 1000 Nm to form an intermediate required total torque, such as 850 Nm; then, combined with the number of slipping wheels being 2 and the duration being 2.3 seconds, the dynamic attenuation coefficient is calculated to be 0.88; the intermediate required total torque is multiplied by the dynamic attenuation coefficient to obtain the current required total torque, such as 748 Nm, and the torque is redistributed to the four wheels using this value.

[0069] Through the implementation of the above embodiment, the dynamic attenuation coefficient calculated by the number of slipping wheels and the duration can be used to make a second reduction in the total torque gradient being traversed, which can further lower the required total torque when the slip is not relieved in time, thereby preventing the drive system from overheating or excessive tire wear; this adaptive attenuation mechanism takes into account both mechanical safety and energy consumption control, so that the vehicle can remain controlled and drivable in the event of continuous slipping on long slopes or muddy roads.

[0070] Furthermore, as an implementation of the aforementioned method embodiment, the present application also provides a vehicle torque control device for implementing the aforementioned method embodiment. This device embodiment corresponds to the aforementioned method embodiment. For ease of reading, the present vehicle torque control device embodiment will no longer describe the details of the aforementioned method embodiment one by one, but it should be clear that the device in the embodiment of the present application can implement all the contents of the aforementioned method embodiment. Figure 2 As shown, the vehicle torque control device 20 includes: a ramp response unit 201, a slip determination unit 202, a single-axis slip control unit 203 and a dual-axis slip control unit 204, wherein the ramp response unit 201 is used to switch the driving mode of the target vehicle to the four-wheel drive mode in response to the ramp identification signal; the slip determination unit 202 is used to determine the slip type in real time based on the tire speed change rate of the aforementioned target vehicle, wherein the slip type may include a single-axis slip mode and a dual-axis slip mode; the single-axis slip control unit 203 is used to reduce the first torque distribution ratio of the slip axis and increase the second torque distribution ratio of the non-slip axis according to a preset single-axis gradient when the slip type is the single-axis slip mode; the dual-axis slip control unit 204 is used to perform single-sided slip control or dual-sided slip control according to the distribution position of the slipping wheels when the slip type is the dual-axis slip mode.

[0071] In some embodiments, the hill response unit 201 is further configured to respond to the hill recognition signal, input the current position information of the target vehicle and the hill recognition signal into a preset torque determination model, and obtain an initial torque set corresponding to all wheels of the target vehicle; and distribute torque to the wheels of the target vehicle based on the total torque required by the driver and the initial torque set.

[0072] In some embodiments, the slip determination unit 202 is also used to obtain the absolute value of the speed change rate of each wheel of the target vehicle within a preset time window; determine the wheel whose absolute value of the speed change rate exceeds a preset slip threshold as a slipping wheel; when the slipping wheel is located on the same axle of the target vehicle, determine the slip type as a single-axis slip mode; when the slipping wheel is located on different axles of the target vehicle, determine the slip type as a dual-axis slip mode.

[0073] In some embodiments, the slip type also includes a non-slip mode; the single-axis slip control unit 203 is also used to input the current position information of the target vehicle and the slip axis type into a first preset distribution ratio determination model to obtain a first gradient parameter set, wherein the slip axis type includes front axle slip and rear axle slip; the single-axis gradient parameters in the first gradient parameter set are traversed, and the difference between the first torque distribution ratio and the single-axis gradient parameter is determined as the current torque distribution ratio of the slip axis, and the sum of the second torque distribution ratio and the single-axis gradient parameter is determined as the current torque distribution ratio of the non-slip axis; the product of the total torque required by the driver and the current torque distribution ratio of the slip axis is determined as the torque of the slip axis; the product of the total torque required by the driver and the current torque distribution ratio of the non-slip axis is determined as the torque of the non-slip axis; when the current torque distribution ratio of the non-slip axis is 1 or the slip type is the non-slip mode, the traversal of the first gradient parameter set is stopped.

[0074] In some embodiments, the slip determination unit 202 is further configured to perform single-side slip control when the distribution positions are located on the same side of the target vehicle, and perform double-side slip control when the distribution positions are located on different sides of the target vehicle.

[0075] In some embodiments, the single-axis slip control unit 203 is also used to input the current position information and slip side type of the target vehicle into a second preset distribution ratio determination model to obtain a second gradient parameter set, wherein the slip side type includes left slip and right slip; the single-sided gradient parameters in the second gradient parameter set are traversed, and the difference between the third torque distribution ratio and the single-sided gradient parameter is determined as the current torque distribution ratio of the slip side, and the sum of the fourth torque distribution ratio and the single-sided gradient parameter is determined as the current torque distribution ratio of the non-slip side, wherein the third torque distribution ratio is the initial torque distribution ratio of the slip side, and the fourth torque distribution ratio is the initial torque distribution ratio of the non-slip side; the product of the total torque required by the driver and the current torque distribution ratio of the slip side is determined as the torque of the slip side; the product of the total torque required by the driver and the current torque distribution ratio of the non-slip side is determined as the torque of the non-slip side; when the slip type is non-slip mode, the traversal of the second gradient parameter set is stopped.

[0076] In some embodiments, the dual-axis slip control unit 204 is also used to input the current position information of the target vehicle and the total torque required by the driver into a third preset distribution ratio determination model to obtain a third gradient parameter set; traverse the total torque gradient parameters in the third gradient parameter set, and determine the difference between the total torque required by the driver and the total torque gradient parameters as the current required total torque of the target vehicle; multiply the current required total torque by the product of each preset torque distribution ratio in the preset torque distribution ratio set to determine the torque of each wheel of the target vehicle; when the slip type is non-slip mode or single-axis slip mode, stop traversing the third gradient parameter set.

[0077] The present application also provides a computer-readable storage medium, which stores computer-executable instructions or computer programs. When the computer-executable instructions or computer programs are executed by a processor, the processor will be caused to execute any step of the vehicle torque control method provided in the present application.

[0078] In some embodiments, the computer-readable storage medium may be a random access memory (RAM), a read-only memory (ROM), a flash memory, a magnetic surface memory, an optical disc, or a compact disc read-only memory (CD-ROM); or it may be various devices including one or any combination of the above memories.

[0079] In some embodiments, computer-executable instructions may be in the form of a program, software, software module, script, or code, written in any form of programming language (including compiled or interpreted languages, or declarative or procedural languages), and may be deployed in any form, including as a stand-alone program or as a module, component, subroutine, or other unit suitable for use in a computing environment.

[0080] In some embodiments, computer-executable instructions may, but need not, correspond to a file in a file system, may be stored as part of a file that stores other programs or data, for example, in one or more scripts in a HyperText Markup Language (HTML) document, in a single file dedicated to the program in question, or in multiple coordinating files (for example, files storing one or more modules, subroutines, or code portions).

[0081] In some embodiments, computer-executable instructions may be deployed to be executed on one electronic device, or on multiple electronic devices located at one site, or on multiple electronic devices distributed across multiple sites and interconnected by a communication network.

[0082] like Figure 3 As shown, the present application also provides an electronic device 30, including a memory 310, a processor 320 and a computer program 311 stored in the memory 310 and executable on the processor. When the processor 320 executes the computer program 311, any step of the above-mentioned vehicle torque control method is implemented.

[0083] The present application also provides a computer program product, comprising a computer program or computer-executable instructions stored in a computer-readable storage medium. A processor of an electronic device reads the computer program or computer-executable instructions from the computer-readable storage medium and executes the computer program or computer-executable instructions, causing the electronic device to perform any step of the vehicle torque control method described above.

[0084] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle torque control method, characterized in that: include: switching a driving mode of the target vehicle to a four-wheel drive mode in response to the hill recognition signal; Determining a slip type in real time based on a tire speed change rate of the target vehicle, wherein the slip type includes a single-axle slip mode and a dual-axle slip mode; When the slip type is the single-axis slip mode, reducing the first torque distribution ratio of the slipping axis and increasing the second torque distribution ratio of the non-slipping axis according to a preset single-axis gradient; When the slip type is the dual-axle slip mode, single-side slip control or dual-side slip control is performed according to the distribution positions of the slipping wheels.

2. The vehicle torque control method according to claim 1, characterized in that: The vehicle torque control method further includes: In response to a ramp recognition signal, inputting the current position information of the target vehicle and the ramp recognition signal into a preset torque determination model to obtain an initial torque set corresponding to all wheels of the target vehicle; Torque is distributed to the wheels of the target vehicle according to the total torque required by the driver and the initial torque set.

3. The vehicle torque control method according to claim 1, characterized in that: The determining of the slip type based on the tire speed change rate of the target vehicle includes: Obtaining the absolute value of the speed change rate of each wheel of the target vehicle within a preset time window; Determining the wheel whose absolute value of the speed change rate exceeds a preset slip threshold as the slipping wheel; When the slipping wheels are located on the same axle of the target vehicle, determining the slip type as the single-axle slip mode; When the slipping wheels are located on different axles of the target vehicle, the slip type is determined to be the dual-axle slip mode.

4. The vehicle torque control method according to claim 1, characterized in that: The slip type also includes a non-slip mode; and reducing the first torque distribution ratio of the slipping shaft and increasing the second torque distribution ratio of the non-slipping shaft according to a preset single-axis gradient includes: Inputting the current position information and the slipping axle type of the target vehicle into a first preset allocation ratio determination model to obtain a first gradient parameter set, wherein the slipping axle type includes front axle slip and rear axle slip; traversing the single-axis gradient parameters in the first gradient parameter set, and determining the difference between the first torque distribution ratio and the single-axis gradient parameter as the current torque distribution ratio of the slipping axle, and determining the sum of the second torque distribution ratio and the single-axis gradient parameter as the current torque distribution ratio of the non-slipping axle; determining the torque of the slipping shaft by multiplying the total torque required by the driver by the current torque distribution ratio of the slipping shaft; determining the torque of the non-slip shaft by multiplying the total torque required by the driver by the current torque distribution ratio of the non-slip shaft; When the current torque distribution ratio of the non-slip shaft is 1 or the slip type is the non-slip mode, traversing the first gradient parameter set is stopped.

5. The vehicle torque control method according to any one of claims 1 to 4, characterized in that: The method of performing single-side slip control or double-side slip control according to the distribution position of the slipping wheels includes: When the distribution positions are located on the same side of the target vehicle, performing the unilateral slip control; When the distribution positions are located on different sides of the target vehicle, the double-side slip control is performed.

6. The vehicle torque control method according to claim 5, characterized in that: The performing of the unilateral slip control includes: Inputting the current position information and the slip side type of the target vehicle into a second preset allocation ratio determination model to obtain a second gradient parameter set, wherein the slip side type includes left slip and right slip; traversing the unilateral gradient parameters in the second gradient parameter set, and determining a difference between a third torque distribution ratio and the unilateral gradient parameter as the current torque distribution ratio of the slipping side, and determining a sum of the fourth torque distribution ratio and the unilateral gradient parameter as the current torque distribution ratio of the non-slipping side, wherein the third torque distribution ratio is the initial torque distribution ratio of the slipping side, and the fourth torque distribution ratio is the initial torque distribution ratio of the non-slipping side; determining the torque on the slipping side by multiplying the total torque required by the driver by the current torque distribution ratio on the slipping side; determining the torque of the non-slip side by multiplying the total torque required by the driver by the current torque distribution ratio of the non-slip side; When the slip type is the non-slip mode, traversing the second gradient parameter set is stopped.

7. The vehicle torque control method according to claim 5, characterized in that: The executing the double-side slip control includes: Inputting the current position information of the target vehicle and the total torque required by the driver into a third preset distribution ratio determination model to obtain a third gradient parameter set; Traversing the total torque gradient parameters in the third gradient parameter set, and determining the difference between the driver's required total torque and the total torque gradient parameter as the current required total torque of the target vehicle; Determine the torque of each wheel of the target vehicle by multiplying the product of the current required total torque and each preset torque distribution ratio in the preset torque distribution ratio set; When the slip type is the non-slip mode or the single-axis slip mode, traversing the third gradient parameter set is stopped.

8. A vehicle torque control device, characterized in that: include: a hill response unit for switching a driving mode of the target vehicle to a four-wheel drive mode in response to the hill recognition signal; a slip determination unit, configured to determine a slip type in real time based on a tire speed change rate of the target vehicle, wherein the slip type includes a single-axle slip mode and a dual-axle slip mode; a single-axis slip control unit, configured to, when the slip type is the single-axis slip mode, reduce the first torque distribution ratio of the slipping axis and increase the second torque distribution ratio of the non-slipping axis according to a preset single-axis gradient; A dual-axis slip control unit is used to perform single-side slip control or dual-side slip control according to the distribution position of the slipping wheels when the slip type is the dual-axis slip mode.

9. An electronic device comprising: A memory and a processor, wherein the processor is configured to implement the steps of the vehicle torque control method according to any one of claims 1 to 7 when executing the computer program stored in the memory.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the vehicle torque control method according to any one of claims 1 to 7 are implemented.

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