Torque distribution control method and device of vehicle, vehicle and storage medium

Abstract

The invention discloses a torque distribution control method and device of a vehicle, the vehicle and a storage medium, and the control method comprises the steps that the vehicle speed information of the vehicle, the actual distance value between the vehicle and a curve, the actual curvature value of the curve and the actual slope value of the curve are obtained; the vehicle speed information comprises an actual vehicle speed value and an actual acceleration value; if it is determined that the actual vehicle speed value, the actual curvature value and the actual distance value meet the torque adjusting condition, the torque distribution final value of the front / rear axle of the vehicle is determined based on the actual curvature value, the actual slope value, the actual vehicle speed value and the actual acceleration value; and controlling the vehicle to enter a curve based on the torque distribution final value of the front / rear axle. By means of the technical scheme, the technical problems that in the prior art, when the vehicle turns, torque distribution response is lagged, and curve control stability is poor are solved.

Description

Technical Field

[0001] This application relates to the field of vehicle electric drive control technology, specifically to a torque distribution control method, device, vehicle, and storage medium for a vehicle. Background Technology

[0002] Traditional torque control methods involve real-time acquisition of data from onboard sensors via the CAN bus, such as steering wheel angle, vehicle speed, and lateral acceleration. The target tire driving force is then calculated in real-time based on vehicle dynamics. Finally, the ECU (Electronic Control Unit) controls the output torque of the motor or engine to ensure the vehicle's handling and stability during driving.

[0003] However, traditional torque control methods have certain limitations: due to the lack of forward-looking perception of the geometric characteristics of the road ahead, it is impossible to predict key parameters such as curve curvature, distance and slope before the vehicle enters the curve, resulting in a serious lag in torque distribution decisions; when the vehicle actually understeers or oversteers, the system only begins to adjust, making it difficult to avoid transient instability, which affects cornering agility and driving safety. Summary of the Invention

[0004] In view of the above problems, this application provides a torque distribution control method, device, vehicle and storage medium for a vehicle, which can solve the technical problems of lag in torque distribution response and poor cornering handling stability when a vehicle is cornering in the prior art.

[0005] According to one aspect of the embodiments of this application, a torque distribution control method for a vehicle is provided. The control method includes: acquiring vehicle speed information, the actual distance of the vehicle from a curve, the actual curvature value and the actual slope value of the curve, wherein the vehicle speed information includes the actual vehicle speed value and the actual acceleration value; if it is determined that the actual vehicle speed value, the actual curvature value and the actual distance value satisfy torque adjustment conditions, then determining a final torque distribution value for the front / rear axle of the vehicle based on the actual curvature value, the actual slope value, the actual vehicle speed value and the actual acceleration value; and controlling the vehicle to enter the curve based on the final torque distribution value for the front / rear axle.

[0006] In an optional exemplary embodiment, a method for determining that the actual vehicle speed, the actual curvature value, and the actual distance value satisfy torque adjustment conditions includes: obtaining a speed ratio, a curvature ratio, and a distance ratio, wherein the speed ratio is the ratio of the actual vehicle speed to a preset speed value, the curvature ratio is the ratio of the actual curvature value to a preset curvature value, and the distance ratio is the ratio of the actual distance value to a preset distance value; obtaining weight coefficients corresponding to each of the speed ratio, the curvature ratio, and the distance ratio, and performing a weighted summation of the speed ratio, the curvature ratio, and the distance ratio based on their respective weight coefficients to obtain a comprehensive score value; if the comprehensive score value is greater than or equal to the preset score value, then determining that the actual vehicle speed, the actual curvature value, and the actual distance value satisfy torque adjustment conditions.

[0007] In an optional exemplary embodiment, the method further includes: obtaining a target driving mode of the vehicle, the target driving mode including either a sport mode or an economy mode, wherein the weighting coefficient corresponding to the sport mode is different from the weighting coefficient corresponding to the economy mode; updating the weighting coefficient based on the target driving mode, and performing a weighted summation of the speed ratio, the curvature ratio, and the distance ratio based on the updated weighting coefficient.

[0008] In an optional exemplary embodiment, the vehicle speed information further includes the actual yaw rate. The method for determining the final torque distribution value of the front / rear axle of the vehicle based on the actual curvature value, the actual slope value, the actual vehicle speed value, and the actual acceleration value further includes: determining a baseline torque distribution value for the front / rear axle of the vehicle based on the actual vehicle speed value, the actual curvature value, and a first preset mapping table, wherein the first preset mapping table indicates the mapping relationship between the actual vehicle speed value, the actual curvature value, and a torque distribution reference value, and the baseline torque distribution value is one of a plurality of torque distribution reference values; adjusting the baseline torque distribution value based on at least one of the actual slope value, the actual yaw rate, and the actual acceleration value to obtain the final torque distribution value for the front / rear axle of the vehicle.

[0009] In an optional exemplary embodiment, the method for adjusting the torque distribution baseline value based on at least one of the actual slope value, the actual yaw rate, and the actual acceleration value to obtain the final torque distribution value of the front / rear axle of the vehicle further includes: determining a first target correction value based on the actual acceleration value and a second preset mapping table, wherein the second preset mapping table indicates the mapping relationship between the actual acceleration value and a first correction reference value, and the first target correction value is one of a plurality of first correction reference values; and calculating the difference between the preset yaw rate value and the actual yaw rate value. The values ​​are used to obtain the angular velocity difference, and a second target correction value is determined based on the angular velocity difference and the preset yaw rate value; a third target correction value is determined based on the actual slope value and a third preset mapping relationship table, the third preset mapping relationship table being used to indicate the mapping relationship between the actual slope value and the third correction reference value, the third target correction value being one of a plurality of the third correction reference values; the final torque distribution value of the front / rear axle of the vehicle is obtained based on the sum of at least one of the first target correction value, the second target correction value, and the third target correction value and the torque distribution base value.

[0010] In one optional exemplary embodiment, a method for obtaining a final torque distribution value for the front / rear axle of a vehicle based on the sum of at least one of the first target correction value, the second target correction value, and the third target correction value and the torque distribution base value includes: obtaining the final torque distribution value for the front / rear axle of the vehicle based on the sum of the first target correction value, the second target correction value, and the third target correction value and the torque distribution base value.

[0011] In one optional exemplary embodiment, an initial value for torque gradient change is determined based on the actual curvature value, the actual distance value, and a fifth preset mapping table, wherein the fifth preset mapping table indicates the mapping relationship between the actual curvature value, the actual distance value, and a reference value for torque gradient change, and the initial value for torque gradient change is one of a plurality of reference values ​​for torque gradient change; a target value for torque gradient correction is determined based on the actual vehicle speed value and a sixth preset mapping table, wherein the sixth preset mapping table indicates the mapping relationship between the actual vehicle speed value and a reference value for torque gradient correction, and the target value for torque gradient correction is one of a plurality of reference values ​​for torque gradient correction; a target value for torque gradient change is determined based on the initial value for torque gradient change and the target value for torque gradient correction, and the vehicle is controlled to enter a curve based on the target value for torque gradient change and the final value of torque distribution between the front and rear axles.

[0012] According to another aspect of the embodiments of this application, a torque distribution control device for a vehicle is provided, comprising: an acquisition module, configured to acquire vehicle speed information, actual distance value of the vehicle from a curve, actual curvature value and actual slope value of the curve, wherein the vehicle speed information includes actual vehicle speed value and actual acceleration value; a determination module, configured to determine a final torque distribution value of the front / rear axle of the vehicle based on the actual curvature value, the actual slope value, the actual vehicle speed value and the actual acceleration value if it is determined that the actual vehicle speed value, the actual curvature value and the actual distance value satisfy torque adjustment conditions; and a control module, configured to control the vehicle to enter the curve based on the final torque distribution value of the front / rear axle.

[0013] According to another aspect of the embodiments of this application, a vehicle is provided, including: a controller; and a memory for storing one or more programs, which, when executed by the controller, cause the controller to implement the control method described above.

[0014] In this application, multi-dimensional input judgment conditions are constructed by acquiring the actual distance of the vehicle from the curve, the actual curvature of the curve, and the actual slope of the curve, combined with the actual vehicle speed and acceleration. Then, when the actual speed, curvature, and distance satisfy the torque adjustment conditions, the final torque distribution value of the front / rear axle is determined based on the actual curvature and slope, combined with the actual vehicle speed and acceleration, and the vehicle is controlled to enter the curve accordingly. Therefore, this torque distribution control method, by introducing a multi-parameter collaborative decision-making mechanism using the actual curvature, distance, and slope of the curve ahead, along with the vehicle speed information, solves the problem of torque distribution response lag caused by relying solely on the current vehicle state in existing technologies. This significantly improves the timeliness and accuracy of torque pre-distribution before entering the curve, enhances curve handling stability, effectively suppresses understeer, and improves driving safety and ride comfort.

[0015] The above description is merely an overview of the technical solutions of the embodiments of this application. In order to better understand the technical means of the embodiments of this application and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of this application more obvious and understandable, specific implementation methods of this application are described below. Attached Figure Description

[0016] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart illustrating steps S110-S130 of the torque distribution control method for a vehicle provided in this application is shown.

[0017] Figure 2 A flowchart illustrating steps S121-S123 of the torque distribution control method for a vehicle provided in this application is shown.

[0018] Figure 3 A flowchart illustrating steps S1221-S1222 of the torque distribution control method for a vehicle provided in this application is shown.

[0019] Figure 4 A flowchart illustrating steps S124-S125 of the torque distribution control method for a vehicle provided in this application is shown.

[0020] Figure 5 A flowchart illustrating steps S1251-S1254 of the torque distribution control method for a vehicle provided in this application is shown.

[0021] Figure 6 A flowchart illustrating steps S131-S13 of the torque distribution control method for a vehicle provided in this application is shown.

[0022] Figure 7 A schematic diagram of the structure of a torque distribution control device for a vehicle provided in this application is shown.

[0023] Figure 8 A schematic diagram of the structure of a computer system for an electronic device provided in this application is shown. Detailed Implementation

[0024] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0025] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0026] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0027] In this application, "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0028] Current vehicle four-wheel drive torque distribution control systems generally adopt a passive response architecture, making lagging torque adjustments based solely on the vehicle's real-time state after entering a curve (such as steering wheel angle, lateral acceleration, and actual yaw rate). They cannot predict road geometry and dynamic demands before entering a curve. Therefore, when a vehicle approaches a medium-to-high curvature curve at a relatively high speed, the system often intervenes only after understeer or yaw instability has already occurred, resulting in significant control delays, sluggish vehicle attitude adjustment, and reduced tire lateral force utilization. This, in turn, affects cornering stability, occupant comfort, and active safety boundaries.

[0029] Based on this, combined Figures 1 to 8 As shown, this embodiment provides a torque distribution control method, device, vehicle, and storage medium for a vehicle, which solves the technical problems of lag in torque distribution response and poor cornering handling stability in the prior art.

[0030] Figure 1 A schematic flowchart illustrating steps S110-S130 of the torque distribution control method for a vehicle provided in this application embodiment is shown. This method is executed by the vehicle's torque distribution control device 300. Please refer to... Figure 1 As shown, the method includes steps S110 to S130, which are described in detail below: Step S110: Obtain vehicle speed information, actual distance between the vehicle and the curve, actual curvature of the curve, and actual slope. Vehicle speed information includes actual speed and actual acceleration.

[0031] In an exemplary embodiment of this application, when it is detected that the vehicle will enter a curve in the next moment, the vehicle's speed information, the actual distance between the vehicle and the curve, the actual curvature of the curve, and the actual slope of the curve can be obtained. The speed information includes the actual speed value and the actual acceleration value. Detecting that the vehicle will enter a curve in the next moment means determining, based on the road structure information output by the intelligent driving perception system, that the vehicle's current trajectory will spatially coincide with the identified curve's starting point in the next moment (e.g., 1.5–3.0 seconds later).

[0032] For example, the intelligent driving perception system includes a front-facing monocular / dual-lens camera and a LiDAR fusion module. It uses image semantic segmentation and point cloud curvature fitting algorithms to calculate the radius of curvature R of the road centerline in real time and derives the actual curvature value K = 1 / R. The actual distance value is the distance between the vehicle and the start of the curve. The actual slope value i is the average longitudinal slope of the curve section, expressed as a percentage or in radians, calibrated by an inertial measurement unit (IMU) combined with GPS elevation change rate. Vehicle speed information is provided by wheel speed sensors and longitudinal acceleration sensors: the actual vehicle speed value V is calculated by fusing the four-wheel wheel speed signals after slip rate compensation, with a sampling frequency of no less than 100Hz; the actual acceleration value a... x The longitudinal acceleration is directly collected by a triaxial accelerometer installed near the vehicle's center of gravity and output after zero-bias calibration and temperature compensation.

[0033] It should be understood that step S110 achieves synchronous perception of road topology features (actual curvature value, actual distance value, actual slope value) and vehicle motion state (actual speed value, actual acceleration value), providing a multi-dimensional input basis for subsequent condition judgment and strategy generation.

[0034] Step S120: If the actual vehicle speed, actual curvature, and actual distance values ​​are determined to meet the torque adjustment conditions, then the final torque distribution value of the front / rear axle of the vehicle is determined based on the actual curvature, actual slope, actual vehicle speed, and actual acceleration values.

[0035] For example, if the actual vehicle speed is too high and the curve curvature is too small (i.e., a gentle curve), or the actual distance is too large, the prerequisite for early intervention is not met, that is, the torque adjustment condition is not met. In other cases, the torque adjustment condition is met.

[0036] In an exemplary embodiment of this application, Figure 2 This document shows a flowchart illustrating steps S121-S13 of the torque distribution control method for a vehicle provided in an embodiment of this application. Please refer to the provided text. Figure 2 As shown, the method for determining whether the actual vehicle speed, actual curvature, and actual distance values ​​meet the torque adjustment conditions includes steps S121 to S123, which are detailed below: Step S121: Obtain the vehicle speed ratio, curvature ratio, and distance ratio, wherein the vehicle speed ratio is the ratio of the actual vehicle speed to the preset vehicle speed, the curvature ratio is the ratio of the actual curvature to the preset curvature, and the distance ratio is the ratio of the actual distance to the preset distance.

[0037] It should be understood that the preset speed, preset curvature, and preset distance values ​​are all calibration parameters. The ratio of the actual speed to the preset speed (speed ratio) = actual speed : preset speed; the ratio of the actual curvature to the preset curvature (curvature ratio) = actual curvature : preset curvature; the ratio of the actual distance to the preset distance (distance ratio) = actual distance : preset distance.

[0038] Optionally, the preset curvature value is 0.005m. -1 Preset distance value = 10m; Preset speed value = 30km / h.

[0039] Step S122: Obtain the weight coefficients corresponding to the speed ratio, curvature ratio and distance ratio respectively, and perform a weighted summation of the speed ratio, curvature ratio and distance ratio based on their respective weight coefficients to obtain the comprehensive score value.

[0040] In an exemplary embodiment of this application, the weighting coefficient corresponding to the vehicle speed ratio is β; the weighting coefficient corresponding to the curvature ratio is α; and the weighting coefficient corresponding to the distance ratio is γ.

[0041] Optionally, α = 0.4; β = 0.2; γ = 0.3. α, β, and γ can be calibrated based on actual vehicle test data.

[0042] In an exemplary embodiment of this application, the comprehensive score is calculated by weighting and summing the speed ratio, curvature ratio, and distance ratio based on their respective weighting coefficients as follows: Comprehensive score (S) = α × curvature ratio + β × speed ratio + γ × distance ratio.

[0043] In an exemplary embodiment of this application, Figure 3 This document shows a flowchart illustrating steps S1221-S1222 of the torque distribution control method for a vehicle provided in an embodiment of this application. Please refer to the provided text. Figure 3 As shown, the method for obtaining the weighting coefficients corresponding to the speed ratio, curvature ratio, and distance ratio also includes steps S1221 to S1222, which are described in detail below: Step S1221: Obtain the target driving mode of the vehicle. The target driving mode includes either Sport mode or Eco mode. The weighting coefficients for Sport mode and Eco mode are different.

[0044] In an exemplary embodiment of this application, obtaining the target driving mode of the vehicle refers to: receiving the driving mode command actively selected by the driver through the human-machine interface (HMI), or reading the currently effective driving mode signal output by the vehicle status management module (VCU or ADAS domain controller) through the vehicle bus (CAN / LIN); the target driving mode is not limited to either Sport Mode or Eco Mode, but may also include other extended modes such as Standard Mode, Snow Mode, and Off-road Mode. Sport Mode represents the driver's intention to pursue high responsiveness and strong handling, while Eco Mode corresponds to the energy-saving requirements of low energy consumption and smoothness.

[0045] For example, in Sport mode, α=0.5, β=0.4, and γ=0.1 to improve the sensitivity of torque distribution advance adjustment. In Eco mode, α=0.3, β=0.2, and γ=0.5 to reduce the sensitivity of torque distribution advance adjustment and save energy.

[0046] Step S1222: Update the weight coefficients based on the target driving mode, and perform a weighted summation of the speed ratio, curvature ratio, and distance ratio based on the updated weight coefficients.

[0047] In an exemplary embodiment of this application, a two-dimensional static mapping table can be embedded in the torque distribution control device 300 of the vehicle; when the target driving mode is identified, the controller directly looks up the corresponding value in the table and uses it as the weighting coefficients corresponding to the speed ratio, curvature ratio, and distance ratio.

[0048] For example, in Sport mode, the weighting coefficients obtained from the table are α = 0.5 (vehicle speed), β = 0.4 (curvature), and γ = 0.1 (mileage); in Eco mode, they are α = 0.3, β = 0.2, and γ = 0.5. Specifically, under the same curve curvature and vehicle speed conditions, Sport mode requires higher curvature sensitivity (increased β) to intervene earlier, while reducing mileage weight (decreased γ) to avoid false triggering due to distance redundancy; Eco mode, on the other hand, strengthens mileage weight (increased γ) to ensure intervention only occurs when it is determined that the vehicle is about to enter a valid curve section, balancing energy efficiency and safety.

[0049] Step S123: If the comprehensive score value is greater than or equal to the preset score value, then the actual vehicle speed value, actual curvature value and actual distance value are determined to meet the torque adjustment conditions.

[0050] In an exemplary embodiment of this application, when the comprehensive score value S≥1.0, it is determined that the actual vehicle speed value, actual curvature value and actual distance value meet the torque adjustment conditions, and thus it is determined that advance torque distribution adjustment needs to be performed; when S<1, advance torque distribution adjustment is exited.

[0051] In one exemplary embodiment of this application, the vehicle speed information also includes the actual yaw rate.

[0052] It should be understood that, in addition to collecting the actual vehicle speed and actual acceleration values, it is also necessary to simultaneously collect the instantaneous angular velocity of the vehicle's rotation around the vertical axis (z-axis, the axis perpendicular to the plane in which the vehicle is located), i.e., the actual yaw rate (ω). act ).

[0053] For example, the actual yaw rate is output in real time by a six-axis inertial measurement unit (IMU) installed near the vehicle's center of gravity, with a sampling frequency of not less than 100 Hz; this signal is transmitted to the vehicle's torque distribution control device 300 via the CAN bus and participates in subsequent torque dynamic correction calculations.

[0054] In an exemplary embodiment of this application, Figure 4 This document shows a flowchart illustrating steps S124-S125 of the torque distribution control method for a vehicle provided in an embodiment of this application. Please refer to the provided text. Figure 4 As shown, the method for determining the final value of the torque distribution between the front and rear axles of a vehicle based on the actual curvature value, actual slope value, actual vehicle speed value, and actual acceleration value also includes steps S124-S125, which are described in detail below: Step S124: Determine the basic torque distribution values ​​of the front / rear axles of the vehicle based on the actual vehicle speed value, the actual curvature value and the first preset mapping relationship table. The first preset mapping relationship table is used to indicate the mapping relationship between the actual vehicle speed value, the actual curvature value and the torque distribution reference value. The basic torque distribution value is one of multiple torque distribution reference values.

[0055] For example, a two-dimensional static mapping table can be embedded in the vehicle's torque distribution control device 300. The row dimension represents the actual vehicle speed, the column dimension represents the actual curvature value, and the table entries contain torque distribution reference values. The data in this mapping table is based on a large amount of simulation and real vehicle test data, and the optimal torque distribution strategy is obtained through optimization algorithms under different parameter combinations.

[0056] In an exemplary embodiment of this application, when determining the basic value of torque distribution of the drive motor, the basic value of torque distribution of the rear drive motor can be determined first, and then the basic value of torque distribution of the front drive motor can be obtained by subtracting the basic value of torque distribution of the rear drive motor from the total output torque.

[0057] For example, when determining the final value of torque distribution on the front / rear axle, if the base value of torque distribution on the front axle is determined to be 48% of the total output torque, then the base value of torque distribution on the rear axle is 52% of the total output torque.

[0058] Step S125: Adjust the base torque distribution value based on at least one of the actual slope value, actual yaw rate, and actual acceleration value to obtain the final torque distribution value of the front / rear axle of the vehicle.

[0059] It should be understood that the actual gradient value (positive for uphill and negative for downhill) reflects the influence of gravity on the longitudinal driving force demand; the actual yaw rate characterizes the current steering trend; and the actual acceleration value reflects the driver's longitudinal operating intention and the vehicle's dynamic response state. Therefore, introducing the actual gradient value, actual yaw rate, and actual acceleration value to jointly adjust the torque distribution base value can overcome the problems of understeer / overcompensation lag caused by traditional methods that rely solely on static parameters.

[0060] In an exemplary embodiment of this application, Figure 5 This document shows a flowchart illustrating steps S1251-S1254 of the torque distribution control method for a vehicle provided in an embodiment of this application. Please refer to the provided text. Figure 5 As shown, the method for obtaining the final torque distribution value of the front / rear axle of the vehicle based on the actual slope value, actual yaw rate, and actual acceleration value further includes steps S1251 to S1254, which are detailed below: Step S1251: Determine the first target correction value based on the actual acceleration value and the second preset mapping relationship table. The second preset mapping relationship table is used to indicate the mapping relationship between the actual acceleration value and the first correction reference value. The first target correction value is one of a plurality of first correction reference values.

[0061] Step S1252: Calculate the difference between the preset yaw rate value and the actual yaw rate value to obtain the angular velocity difference, and determine the second target correction value based on the angular velocity difference and the preset yaw rate value.

[0062] For example, preset yaw rate value The calculation formula is: Where V is the current actual vehicle speed (unit: m / s); δ is the current steering wheel angle (unit: rad); and L is the vehicle wheelbase (unit: m). Vehicle stability factor (unit: S / m) 2 ), Where m is the vehicle mass, a is the distance from the vehicle's center of gravity to the front axle, and b is the distance from the vehicle's center of gravity to the rear axle. , These are the front and rear axle lateral stiffness, respectively.

[0063] It should be understood that the preset yaw rate value ω des Compared with the actual yaw rate ω actThe difference, namely the angular velocity difference Δω, is used to reflect the steering characteristics of the vehicle when turning. When understeering occurs, the dynamic transfer torque is transferred to the rear axle; when oversteering occurs, the dynamic transfer torque is transferred to the front axle. Both Δω and ωact are directional, positive for left turns and negative for right turns.

[0064] In an exemplary embodiment of this application, the method for determining the second target correction value from the angular velocity difference and the preset yaw rate value includes steps A to B, which are described in detail below: Step A: Determine the target dynamic torque transfer values ​​for the front / rear axles of the vehicle based on the angular velocity difference, the preset yaw rate value, and the fourth preset mapping table. The fourth preset mapping table indicates the mapping relationship between the angular velocity difference, the preset yaw rate value, and the dynamic torque transfer reference value. The target dynamic torque transfer value is one of multiple dynamic torque transfer reference values.

[0065] Step B: To ensure the stability of vehicle safety, a second target correction value is determined based on the relationship between the dynamic torque transfer target value and the preset maximum and minimum torque values, so that the second target correction value is equal to or less than the preset maximum torque value and greater than or equal to the preset minimum torque value.

[0066] Specifically: Second target correction value = Min (preset maximum torque value, Max (preset minimum torque value, dynamic torque transfer target value)).

[0067] It should be understood that the main purpose of determining the second target correction value is: when the vehicle is understeer, to transfer torque to the rear axle, increase the vehicle's indirect yaw, reduce the degree of understeer, and improve steering agility; when the vehicle is oversteer, to transfer torque to the front axle, reduce the vehicle's indirect yaw, and prevent the vehicle from losing control and skidding.

[0068] Step S1253: Determine the third target correction value based on the actual slope value and the third preset mapping relationship table. The third preset mapping relationship table is used to indicate the mapping relationship between the actual slope value and the third correction reference value. The third target correction value is one of multiple third correction reference values.

[0069] Step S1254: Obtain the final torque distribution value of the front / rear axle of the vehicle based on the sum of the first target correction value, the second target correction value, and at least one of the third target correction value and the torque distribution base value.

[0070] In an exemplary embodiment of this application, a method for obtaining the final torque distribution value of the front / rear axle of a vehicle based on the sum of at least one of a first target correction value, a second target correction value, and a third target correction value and a torque distribution base value includes: obtaining the final torque distribution value of the front / rear axle of the vehicle based on the sum of the first target correction value, the second target correction value, and the third target correction value and a torque distribution base value.

[0071] In another exemplary embodiment of this application, the method for obtaining the final torque distribution value of the front / rear axle of the vehicle based on the sum of at least one of the first target correction value, the second target correction value, and the third target correction value and the torque distribution base value further includes: obtaining the final torque distribution value of the front / rear axle of the vehicle based on the sum of any one of the first target correction value, the second target correction value, and the third target correction value and the torque distribution base value; or, obtaining the final torque distribution value of the front / rear axle of the vehicle based on the sum of any two of the first target correction value, the second target correction value, and the third target correction value and the torque distribution base value.

[0072] It should be understood that the first target correction value represents the vehicle's acceleration / braking conditions, which can solve the torque distribution lag problem under acceleration / braking conditions; the second target correction value represents the vehicle's steering stability, and adjusting the base torque distribution value based on the second target correction value can overcome the technical shortcomings of traditional methods that cannot distinguish between understeer and oversteer and have a single correction direction; the third target correction value represents the load transfer effect in the vehicle's height direction, which can solve the risk of adhesion mismatch caused by axle load changes on mountain roads or long slopes and curves. Therefore, the first, second, and third target correction values ​​are applied to the base torque distribution value in a linear superposition manner, which can improve the correction accuracy while effectively avoiding the risk of vehicle loss of control caused by strong coupling of multiple factors.

[0073] In an exemplary embodiment of this application, the method for determining the final torque distribution value of the front / rear axle of a vehicle based on the adjusted torque distribution baseline value further includes: adding a first target correction value, a second target correction value, and a third target correction value to the torque distribution baseline value to obtain an intermediate torque distribution value, and then calculating the final torque distribution value using the following formula. The specific formula is as follows: .

[0074] It should be understood that when determining the final value of the torque distribution between the front and rear axles of a vehicle, the final value of the torque distribution between the rear axle can be determined first based on the steps S110-120 above, and then the final value of the torque distribution between the front axle can be obtained by subtracting the final value of the torque distribution between the rear axle from the total output torque value of the vehicle.

[0075] For example, first determine the final value of the torque distribution of the rear axle based on the steps S110-120 above, and then determine the final value of the torque distribution of the front axle. For example, if the final value of the torque distribution of the rear axle is determined to be 40% of the total output torque value, then the final value of the torque distribution of the front axle is 60% of the total output torque value.

[0076] Step S130: Control the vehicle to enter the curve based on the final value of the torque distribution between the front and rear axles.

[0077] In an exemplary embodiment of this application, Figure 6 This document shows a flowchart illustrating steps S131-S133 of the torque distribution control method for a vehicle provided in an embodiment of this application. Please refer to the provided text. Figure 6 As shown, the method for controlling vehicle entry into a curve based on the final value of torque distribution between the front and rear axles includes steps S131-133, which are described in detail below: Step S131: Determine the initial value of torque gradient change based on the actual curvature value, the actual distance value and the fifth preset mapping relationship table. The fifth preset mapping relationship table is used to indicate the mapping relationship between the actual curvature value, the actual distance value and the torque gradient change reference value. The initial value of torque gradient change is one of multiple torque gradient change reference values.

[0078] Step S132: Determine the torque gradient correction target value based on the actual vehicle speed value and the sixth preset mapping relationship table. The sixth preset mapping relationship table is used to indicate the mapping relationship between the actual vehicle speed value and the torque gradient correction reference value. The torque gradient correction target value is one of multiple torque gradient correction reference values.

[0079] In an exemplary embodiment of this application, the sixth preset mapping table includes a mapping table for the vehicle torque distribution adjustment entry stage (the stage when switching to advance adjustment of curve torque distribution) and a mapping table for the exit stage (the stage when switching to normal torque distribution). When determining the torque gradient correction target value based on the actual vehicle speed value and the sixth preset mapping table, it is necessary to determine the torque gradient correction target value according to whether the vehicle is in the vehicle torque distribution adjustment entry stage or exit stage.

[0080] Step S133: Determine the target value of torque gradient change based on the initial value of torque gradient change and the target value of torque gradient correction, and control the vehicle to enter the curve based on the target value of torque gradient change and the final value of torque distribution between the front and rear axles.

[0081] It should be understood that by introducing a joint lookup mechanism of actual curvature value and actual distance value to determine the initial value of torque gradient change, and combining it with the actual vehicle speed value for dynamic correction, it is possible to control the vehicle to smoothly enter the curve based on the final value of torque distribution between the front and rear axles, avoiding the technical problems of sudden torque changes that could lead to driving shock, NVH deterioration and sudden mechanical stress changes. This achieves the technical effect of completely eliminating torque mutations and improving ride comfort and driving smoothness.

[0082] In this invention, multi-dimensional input judgment conditions are constructed by acquiring the actual distance of the vehicle from the curve, the actual curvature of the curve, and the actual slope of the curve, combined with the actual vehicle speed and acceleration. Then, when the actual speed, curvature, and distance satisfy the torque adjustment conditions, the final torque distribution value of the front / rear axle is determined based on the actual curvature and slope, combined with the actual vehicle speed and acceleration, and the vehicle is controlled to enter the curve accordingly. Therefore, this torque distribution control method, by introducing a multi-parameter collaborative decision-making mechanism using the actual curvature, distance, and slope of the curve ahead, along with the vehicle speed information, solves the problem of torque distribution response lag caused by relying solely on the current vehicle state in existing technologies. This significantly improves the timeliness and accuracy of torque pre-distribution before entering the curve, enhances curve handling stability, effectively suppresses understeer, and improves driving safety and ride comfort.

[0083] Another aspect of this application provides a torque distribution control device 300 for a vehicle, combined with Figure 7 The diagram shown is a structural schematic of a vehicle torque distribution control device 300 provided in an embodiment of this application. The vehicle torque distribution control device 300 includes: an acquisition module 310, a determination module 320, and a control module 330.

[0084] The acquisition module 310 is used to acquire the vehicle speed information, the actual distance of the vehicle from the curve, the actual curvature value and the actual slope value of the curve, and the vehicle speed information includes the actual vehicle speed value and the actual acceleration value.

[0085] The determining module 320 is used to determine the final torque distribution value of the front / rear axle of the vehicle based on the actual curvature value, the actual slope value, the actual vehicle speed value, and the actual acceleration value if the actual vehicle speed value, the actual curvature value, and the actual distance value are determined to meet the torque adjustment conditions.

[0086] The control module 330 is used to control the vehicle to enter a curve based on the final value of the torque distribution between the front and rear axles.

[0087] Another aspect of this application provides an electronic device. (See also...) Figure 8 As shown, it illustrates a schematic diagram of a computer system suitable for implementing the electronic device of the present application. The specific embodiments of the present application do not limit the specific implementation of the electronic device.

[0088] Please see Figure 8 As shown, the electronic device includes: a controller; and a memory for storing one or more programs, which, when executed by the controller, perform the aforementioned vehicle torque distribution control method. Please continue reading. Figure 8As shown, the computer system 400 of this electronic device includes a central processing unit (CPU) 401, which can perform various appropriate actions and processes, such as executing the methods described in the above embodiments, based on a program stored in read-only memory (ROM) 402 or a program loaded from storage portion 408 into random access memory (RAM) 403. The RAM 403 also stores various programs and data required for system operation. The CPU 401, ROM 402, and RAM 403 are interconnected via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0089] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 409, and / or installed from removable medium 411. When the computer program is executed by CPU 401, it performs various functions defined in the system of this application.

[0090] Another aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the torque distribution control method for a vehicle as described above. This computer-readable storage medium may be included in the electronic device described in the above embodiments, or it may exist independently and not incorporated into the electronic device.

[0091] Another aspect of this application provides a computer program product or computer program including at least one executable instruction that, when executed on a torque distribution control device 300 or electronic device of a vehicle, causes the torque distribution control device 300 or electronic device of the vehicle to perform the torque distribution control method of the vehicle as described above.

[0092] The computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, RAM, ROM, an erasable programmable read-only memory (EPROM), flash memory, optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0093] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, may be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0094] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0095] According to one aspect of the embodiments of this application, a computer system is also provided, including a CPU that can perform various appropriate actions and processes according to a program stored in a ROM or a program loaded from a storage portion into a random access memory (RAM), such as performing the methods described above. Various programs and data required for system operation are also stored in the RAM. The CPU, ROM, and RAM are interconnected via a bus. An I / O interface is also connected to the bus.

[0096] The following components are connected to the I / O interface: an input section 406 including a keyboard, mouse, etc.; an output section 407 including a cathode ray tube (CRT), liquid crystal display (LCD), and speakers, etc.; a storage section including a hard disk, etc.; and a communication section including a network interface card such as a local area network (LAN) card and a modem, etc. The communication section performs communication processing via a network such as the Internet. A drive 410 is also connected to the I / O interface as needed. Removable media, such as disks, optical disks, magneto-optical disks, semiconductor memories, etc., are installed on the drive 410 as needed so that computer programs read from them can be installed into the storage section as needed.

[0097] The above description is merely a preferred exemplary embodiment of this application and is not intended to limit the implementation of this application. Those skilled in the art can easily make corresponding modifications or alterations based on the main concept and spirit of this application. Therefore, the scope of protection of this application should be determined by the scope of protection claimed in the claims.

Claims

1. A torque distribution control method for a vehicle, characterized in that, The control method includes: The vehicle speed information, the actual distance of the vehicle from the curve, the actual curvature and actual slope of the curve are obtained, and the vehicle speed information includes the actual vehicle speed and actual acceleration. If the actual vehicle speed, the actual curvature value, and the actual distance value are determined to meet the torque adjustment conditions, then the final torque distribution value of the front / rear axle of the vehicle is determined based on the actual curvature value, the actual slope value, the actual vehicle speed value, and the actual acceleration value. The vehicle is controlled to enter a curve based on the final value of the torque distribution between the front and rear axles.

2. The torque distribution control method for a vehicle according to claim 1, characterized in that, A method for determining that the actual vehicle speed, the actual curvature value, and the actual distance value satisfy the torque adjustment conditions includes: The vehicle speed ratio, curvature ratio, and distance ratio are obtained, wherein the vehicle speed ratio is the ratio of the actual vehicle speed value to the preset vehicle speed value, the curvature ratio is the ratio of the actual curvature value to the preset curvature value, and the distance ratio is the ratio of the actual distance value to the preset distance value. Obtain the weight coefficients corresponding to the speed ratio, curvature ratio, and distance ratio respectively, and perform a weighted summation of the speed ratio, curvature ratio, and distance ratio based on their respective weight coefficients to obtain a comprehensive score. If the overall score is greater than or equal to the preset score, then the actual vehicle speed, the actual curvature, and the actual distance are determined to meet the torque adjustment conditions.

3. The torque distribution control method for a vehicle according to claim 2, characterized in that, The method further includes: Obtain the target driving mode of the vehicle, which includes either sport mode or economy mode, wherein the weighting coefficient corresponding to sport mode is different from the weighting coefficient corresponding to economy mode. The weighting coefficients are updated based on the target driving mode, and the speed ratio, curvature ratio, and distance ratio are weighted and summed based on the updated weighting coefficients.

4. The torque distribution control method for a vehicle according to claim 1, characterized in that, The vehicle speed information also includes the actual yaw rate. The method for determining the final torque distribution value of the front / rear axle of the vehicle based on the actual curvature value, the actual slope value, the actual vehicle speed value, and the actual acceleration value further includes: The basic torque distribution value of the front / rear axle of the vehicle is determined based on the actual vehicle speed value, the actual curvature value and the first preset mapping relationship table. The first preset mapping relationship table is used to indicate the mapping relationship between the actual vehicle speed value, the actual curvature value and the torque distribution reference value. The basic torque distribution value is one of a plurality of torque distribution reference values. The torque distribution base value is adjusted based on at least one of the actual slope value, the actual yaw rate, and the actual acceleration value to obtain the final torque distribution value of the front / rear axle of the vehicle.

5. The torque distribution control method for a vehicle according to claim 4, characterized in that, The method for obtaining the final torque distribution value of the vehicle's front / rear axle by adjusting the baseline torque distribution value based on at least one of the actual slope value, the actual yaw rate, and the actual acceleration value further includes: A first target correction value is determined based on the actual acceleration value and a second preset mapping table. The second preset mapping table is used to indicate the mapping relationship between the actual acceleration value and the first correction reference value. The first target correction value is one of a plurality of first correction reference values. Calculate the difference between the preset yaw rate value and the actual yaw rate value to obtain the angular velocity difference, and determine the second target correction value based on the angular velocity difference and the preset yaw rate value; A third target correction value is determined based on the actual slope value and a third preset mapping relationship table. The third preset mapping relationship table is used to indicate the mapping relationship between the actual slope value and the third correction reference value. The third target correction value is one of a plurality of the third correction reference values. The final torque distribution value of the front / rear axle of the vehicle is obtained by summing at least one of the first target correction value, the second target correction value, and the third target correction value with the torque distribution base value.

6. The torque distribution control method for a vehicle according to claim 5, characterized in that, A method for obtaining the final torque distribution value of the front / rear axle of the vehicle based on the sum of at least one of the first target correction value, the second target correction value, and the third target correction value and the torque distribution base value includes: The final torque distribution value of the front / rear axle of the vehicle is obtained based on the sum of the first target correction value, the second target correction value, the third target correction value, and the torque distribution base value.

7. The torque distribution control method for a vehicle according to claim 5, characterized in that, The method for determining the second target correction value based on the angular velocity difference and the preset yaw rate value includes: The target values ​​for dynamic torque transfer of the front / rear axle of the vehicle are determined based on the angular velocity difference, the preset yaw rate value, and the fourth preset mapping table. The fourth preset mapping table is used to indicate the mapping relationship between the angular velocity difference, the preset yaw rate value, and the dynamic torque transfer reference value. The target value for dynamic torque transfer is one of a plurality of the dynamic torque transfer reference values. A second target correction value is determined based on the relationship between the dynamic torque transfer target value and the preset maximum and minimum torque values, so that the second target correction value is equal to or less than the preset maximum torque value, and greater than or equal to the preset minimum torque value.

8. The torque distribution control method for a vehicle according to claim 1, characterized in that, A method for controlling the vehicle's entry into a curve based on the final value of the torque distribution between the front and rear axles includes: The initial value of torque gradient change is determined based on the actual curvature value, the actual distance value, and the fifth preset mapping table. The fifth preset mapping table is used to indicate the mapping relationship between the actual curvature value, the actual distance value, and the torque gradient change reference value. The initial value of torque gradient change is one of a plurality of torque gradient change reference values. The torque gradient correction target value is determined based on the actual vehicle speed value and the sixth preset mapping table. The sixth preset mapping table is used to indicate the mapping relationship between the actual vehicle speed value and the torque gradient correction reference value. The torque gradient correction target value is one of a plurality of torque gradient correction reference values. The target value of torque gradient change is determined based on the initial value of torque gradient change and the target value of torque gradient correction, and the vehicle is controlled to enter the curve based on the target value of torque gradient change and the final value of torque distribution between the front and rear axles.

9. A torque distribution control device for a vehicle, characterized in that, include: The acquisition module is used to acquire the vehicle speed information, the actual distance of the vehicle from the curve, the actual curvature value and the actual slope value of the curve, and the vehicle speed information includes the actual vehicle speed value and the actual acceleration value; The determination module is used to determine the final torque distribution value of the front / rear axle of the vehicle based on the actual curvature value, the actual slope value, the actual vehicle speed value, and the actual acceleration value if the actual vehicle speed value, the actual curvature value, and the actual distance value are determined to meet the torque adjustment conditions. A control module is used to control the vehicle to enter a curve based on the final value of the torque distribution between the front and rear axles.

10. A vehicle, characterized in that, include: Controller; A memory for storing one or more programs, which, when executed by a controller, cause the controller to implement the control method according to any one of claims 1 to 7.

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