Vehicle control method, electronic device, storage medium and program product

Abstract

The embodiment of the invention provides a vehicle control method, electronic equipment, a storage medium and a program product. The method comprises the steps that under the condition that a vehicle is in a speed change stage, operation data of the vehicle are obtained, and the operation data at least comprise data related to the speed; determining a torque compensation value based on the operating data; and adjusting the front axle torque and the rear axle torque of the vehicle based on the torque compensation value to reduce the attitude change of the vehicle. According to the method, the riding comfort can be remarkably improved, and the carsickness of a driver and passengers is reduced.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle control method, electronic device, storage medium, and program product. Background Technology

[0002] With the popularization of new energy vehicles (such as pure electric vehicles, range-extended electric vehicles, and hybrid vehicles), the power performance of vehicles has been significantly improved, and users' demand for driving comfort is also increasing.

[0003] In real-world driving scenarios, when a vehicle accelerates, the driving force is concentrated on one of the front or rear axles (such as the rear axle), and the sudden power output causes the front of the vehicle to lift up (i.e., "nose up"). Conversely, when decelerating (especially during the energy recovery phase), the braking torque is concentrated on one axle (such as the front axle), causing the front of the vehicle to press down (i.e., "nose down").

[0004] The aforementioned "head-up" and "head-down" phenomena are particularly noticeable in scenarios such as frequent starts and stops on urban roads, lane changes and acceleration on highways, and driving on slopes. Frequent "head-up" or "head-down" movements by the vehicle can exacerbate motion sickness for both the driver and passengers, affecting driving comfort. Summary of the Invention

[0005] This application provides a vehicle control method, electronic device, storage medium, and program product to achieve coordinated compensation control of the front and rear axle torques during speed changes, suppressing the nose-up and nose-down phenomena generated during vehicle acceleration or braking, improving ride comfort, and reducing motion sickness for drivers and passengers.

[0006] In a first aspect, embodiments of this application provide a vehicle control method, wherein the vehicle is driven by both a front axle and a rear axle, the method comprising:

[0007] When the vehicle is in a speed change phase, acquire the vehicle's operating data; the operating data includes at least speed-related data;

[0008] Based on the aforementioned operating data, the torque compensation value is determined;

[0009] Based on the torque compensation value, the front axle torque and rear axle torque of the vehicle are adjusted to reduce the attitude change of the vehicle.

[0010] In one possible implementation, determining the torque compensation value based on the operating data includes:

[0011] Based on the speed data and / or acceleration data in the operating data of the Mth sampling period during the speed change phase, the torque compensation value of the vehicle in the Mth sampling period is determined; where M is greater than or equal to 1.

[0012] In one possible implementation, when M equals 1, adjusting the front axle torque and rear axle torque of the vehicle based on the torque compensation value includes:

[0013] If the speed change phase is an acceleration phase and is in the first sampling period, the first target torque value corresponding to the first sampling period is determined based on the sum of the required torque value of the front axle in the first sampling period and the torque compensation value in the first sampling period, and the torque of the front axle is adjusted to the first target torque value corresponding to the first sampling period.

[0014] Based on the negative value of the torque compensation value in the first sampling period, the second target torque value in the first sampling period is determined, and the torque of the rear axle is adjusted to the second target torque value corresponding to the first sampling period.

[0015] In one possible implementation, when M equals 1, adjusting the front axle torque and rear axle torque of the vehicle based on the torque compensation value includes:

[0016] If the speed change phase is a braking deceleration phase and is in the first sampling period, based on the torque compensation value of the first sampling period, a first target torque value for the first sampling period is determined, and the torque of the front axle is adjusted to the first target torque value corresponding to the first sampling period.

[0017] Based on the difference between the required torque value of the front axle in the first sampling period and the torque compensation value in the first sampling period, a second target torque value corresponding to the first sampling period is determined, and the torque of the rear axle is adjusted to the second target torque value corresponding to the first sampling period.

[0018] In one possible implementation, when M is greater than 1, adjusting the front axle torque and rear axle torque of the vehicle based on the torque compensation value includes:

[0019] If the speed change phase is an acceleration phase or a braking deceleration phase, and it is in the Mth sampling period, the first target torque value corresponding to the Mth sampling period is determined based on the difference between the first target torque value of the front axle in the (M-1)th sampling period and the torque compensation value in the Mth sampling period, and the torque of the front axle is adjusted to the first target torque value corresponding to the Mth sampling period.

[0020] Based on the second target torque value of the rear axle in the (M-1)th sampling period and the sum of the torque compensation values ​​in the Mth sampling period, the second target torque value corresponding to the Mth sampling period is determined, and the torque of the rear axle is adjusted to the second target torque value corresponding to the Mth sampling period.

[0021] In one possible implementation, determining the torque compensation value of the vehicle in the Mth sampling period based on the speed data and / or acceleration data in the operating data of the Mth sampling period of the speed change phase includes:

[0022] Based on the speed data and / or acceleration data in the operating data of the Mth sampling period during the speed change phase, the initial torque compensation value of the vehicle in the Mth sampling period is determined.

[0023] The adjustment coefficient is determined based on at least one of the following: the slope of the road traveled by the vehicle in the Mth sampling period, the energy recovery intensity of the vehicle, the tire adhesion coefficient of the vehicle, the attitude of the vehicle, and the load distribution of the vehicle.

[0024] The torque compensation value of the vehicle in the Mth sampling period is determined based on the product of the adjustment coefficient and the initial torque compensation value of the vehicle in the Mth sampling period.

[0025] In one possible implementation, determining the torque compensation value of the vehicle in the Mth sampling period based on the speed data and / or acceleration data in the operating data of the Mth sampling period of the speed change phase includes:

[0026] Based on the driving behavior data of the Mth sampling period during the speed change phase, predict the speed change intention of the (M+1)th sampling period.

[0027] Based on the speed change intention in the (M+1)th sampling period, the torque compensation value of the vehicle in the Mth sampling period is corrected.

[0028] Secondly, embodiments of this application provide a vehicle control device, including:

[0029] The acquisition module is used to acquire the vehicle's operating data when the vehicle is in a speed change phase; the operating data includes at least speed-related data.

[0030] The determining module is used to determine the torque compensation value based on the operating data;

[0031] The processing module is used to adjust the front axle torque and rear axle torque of the vehicle based on the torque compensation value, so as to reduce the attitude change of the vehicle.

[0032] In one possible implementation, the determining module is further configured to determine the torque compensation value of the vehicle in the Mth sampling period based on the speed data and / or acceleration data in the operating data of the Mth sampling period of the speed change phase; wherein M is greater than or equal to 1.

[0033] In one possible implementation, the determining module is further configured to determine a first target torque value corresponding to the first sampling period based on the sum of the required torque value of the front axle in the first sampling period and the torque compensation value in the first sampling period when the speed change phase is an acceleration phase and is in the first sampling period.

[0034] The processing module is also used to adjust the torque of the front axle to the first target torque value corresponding to the first sampling period;

[0035] The determining module is further configured to determine the second target torque value of the first sampling period based on the negative value of the torque compensation value of the first sampling period;

[0036] The processing module is also used to adjust the torque of the rear axle to the second target torque value corresponding to the first sampling period.

[0037] In one possible implementation, the determining module is further configured to determine a first target torque value for the first sampling period based on the torque compensation value of the first sampling period, provided that the speed change phase is a braking deceleration phase and is in the first sampling period.

[0038] The processing module is also used to adjust the torque of the front axle to the first target torque value corresponding to the first sampling period;

[0039] The determining module is further configured to determine the second target torque value corresponding to the first sampling period based on the difference between the required torque value of the front axle in the first sampling period and the torque compensation value in the first sampling period;

[0040] The processing module is also used to adjust the torque of the rear axle to the second target torque value corresponding to the first sampling period.

[0041] In one possible implementation, the determining module is further configured to, when the speed change phase is an acceleration phase or a braking deceleration phase and is in the Mth sampling period, determine the first target torque value corresponding to the Mth sampling period based on the difference between the first target torque value of the front axle in the (M-1)th sampling period and the torque compensation value in the Mth sampling period.

[0042] The processing module is also used to adjust the torque of the front axle to the first target torque value corresponding to the Mth sampling period;

[0043] The determining module is further configured to determine the second target torque value corresponding to the Mth sampling period based on the second target torque value of the rear axle in the (M-1)th sampling period and the sum of the torque compensation values ​​in the Mth sampling period;

[0044] The processing module is also used to adjust the torque of the rear axle to the second target torque value corresponding to the Mth sampling period.

[0045] In one possible implementation, the determining module is further configured to determine the initial torque compensation value of the vehicle in the Mth sampling period based on the speed data and / or acceleration data in the operating data of the Mth sampling period of the speed change phase.

[0046] The determining module is further configured to determine an adjustment coefficient based on at least one of the following: the slope of the road traveled by the vehicle in the Mth sampling period, the energy recovery intensity of the vehicle, the tire adhesion coefficient of the vehicle, the attitude of the vehicle, and the load distribution of the vehicle.

[0047] The determining module is further configured to determine the torque compensation value of the vehicle in the Mth sampling period based on the product of the adjustment coefficient and the initial torque compensation value of the vehicle in the Mth sampling period.

[0048] In one possible implementation, the processing module is further configured to predict the speed change intention in the (M+1)th sampling period based on the driving behavior data in the Mth sampling period of the speed change phase.

[0049] The processing module is also used to correct the torque compensation value of the vehicle in the Mth sampling period based on the speed change intention in the (M+1)th sampling period.

[0050] Thirdly, embodiments of this application provide an electronic device, including: a memory and a processor;

[0051] The memory stores computer-executed instructions;

[0052] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0053] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the first aspect and / or various possible implementations of the first aspect.

[0054] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the first aspect and / or various possible implementations of the first aspect.

[0055] The vehicle control method, electronic device, storage medium, and program product provided in this application are applicable to vehicles driven by both the front and rear axles. By collecting real-time operating data related to vehicle speed (such as current speed and acceleration) when the vehicle is accelerating or decelerating (i.e., speed changes), and determining the corresponding "torque compensation value" based on the operating data, the drive torque of the front and rear axles is coordinated and adjusted using the torque compensation value. This changes the power distribution between the front and rear axles, actively counteracting pitch torque, reducing pitch angle acceleration and abrupt attitude changes, and lowering longitudinal impact. This suppresses the vehicle's "nose-up" during acceleration and / or "nodding" during deceleration and braking. It aligns occupant vision with vestibular perception, thereby improving comfort and reducing motion sickness. Attached Figure Description

[0056] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0057] Figure 1 Flowchart of the vehicle control method provided in this application Figure 1 ;

[0058] Figure 2 Flowchart of the vehicle control method provided in this application Figure 2 ;

[0059] Figure 3 Flowchart of the vehicle control method provided in this application Figure 3 ;

[0060] Figure 4 A schematic diagram of the vehicle control device provided in this application;

[0061] Figure 5 A schematic diagram of the structure of the electronic device provided in this application.

[0062] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0063] 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.

[0064] First, let me explain the terms used in this application:

[0065] Vehicle attitude change: refers to the dynamic change in the spatial orientation or angle of the vehicle body relative to the horizontal ground during the driving process.

[0066] "Head-up" refers to the front of the car lifting up and the rear sinking down during acceleration.

[0067] Nodding: refers to the front of the car sinking and the rear of the car rising when decelerating or braking.

[0068] Pitch motion: The rotational motion of the vehicle body about its lateral axis (i.e., the axis perpendicular to the direction of the vehicle's forward movement, in the direction of the line connecting the left and right wheels).

[0069] With the popularization of new energy vehicles (such as pure electric vehicles, range-extended electric vehicles, and hybrid electric vehicles), the power performance of vehicles has been significantly improved, and users' demand for driving comfort is also increasing. In actual operation, vehicles often face frequent acceleration and braking conditions, such as start-stop in urban traffic congestion, rapid acceleration brought by high-performance electric drive systems, rapid deceleration caused by strong kinetic energy recovery, and changes caused by the speed planning of autonomous driving systems.

[0070] When a vehicle accelerates, the driving force is concentrated on one of the front or rear axles (such as the rear axle), and the sudden power output causes the front of the vehicle to lift up (i.e., "nose up"). When decelerating (especially during the energy recovery phase), the braking torque is concentrated on one axle (such as the front axle), which causes the front of the vehicle to press down (i.e., "nose up").

[0071] During vehicle acceleration or deceleration, the longitudinal acceleration changes rapidly and instantaneously, causing the vehicle body to pitch due to inertia. This rapid and frequent change in posture not only makes passengers feel a strong longitudinal impact and jolts, reducing ride comfort, but also causes a mismatch between the visual system and the inner ear vestibular system's perception of motion, thus easily inducing motion sickness in passengers.

[0072] To address the aforementioned issues, this application proposes a vehicle control method that, through coordinated torque compensation control of the front and rear axles during vehicle speed changes, suppresses the "nose-up" and "nodding" phenomena generated during acceleration or braking, thereby improving ride comfort and reducing motion sickness. This application can be widely applied to electric or hybrid vehicles using a shared front and rear axle drive system, and is particularly suitable for intelligent electric vehicles with high requirements for ride comfort.

[0073] The executing entity of this application can be the vehicle controller in the aforementioned vehicle or the chassis domain controller; this application does not limit either one.

[0074] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0075] Figure 1 Flowchart of the vehicle control method provided in this application Figure 1 ,like Figure 1 As shown, the method includes:

[0076] S101. Acquire vehicle operating data when the vehicle is in a speed change phase.

[0077] As is understandable, a "speed change phase" refers to a driving state where the vehicle's longitudinal speed is changing. Examples include: vehicle acceleration (such as when the driver presses the accelerator pedal) or braking deceleration (such as when the driver presses the brake pedal, releases the accelerator pedal to trigger regenerative braking, or the vehicle performs automatic emergency braking). Determining whether the vehicle is in a speed change phase can be achieved by the vehicle controller using acceleration signals and / or accelerator pedal opening and / or brake pedal travel and / or motor torque commands.

[0078] After determining that the vehicle is in a "speed change phase," the vehicle control system acquires the vehicle's operational data. This "operational data" refers to real-time sensor data or calculated parameters reflecting the vehicle's current driving state, and includes at least speed-related data, such as, but not limited to:

[0079] Current vehicle speed (obtained by wheel speed sensors or a Global Positioning System (GPS) module);

[0080] Longitudinal acceleration (obtained by the inertial measurement unit or calculated by the vehicle speed derivative);

[0081] Jerk (i.e., the rate of change of acceleration, used to characterize the smoothness of acceleration / deceleration processes);

[0082] Motor output speed or wheel end speed (used to assist in calculating actual vehicle speed and slip ratio).

[0083] The aforementioned operating data can be collected from the corresponding sensors or sub-controllers via the Controller Area Network (CAN) bus, Ethernet, or other internal communication networks, and used as the basis for subsequently determining the torque compensation value.

[0084] By acquiring dynamic speed information in a timely manner during speed change phases, accurate state data can be provided for active intervention in the vehicle's pitch attitude.

[0085] S102. Determine the torque compensation value based on the operating data.

[0086] After acquiring the operational data, the vehicle control system determines the torque compensation value based on the data. The "torque compensation value" is a correction amount used to adjust the target torque of the front and rear axles to suppress pitch attitude changes (such as acceleration nose-up or braking nose-down) that occur during speed changes. The magnitude of the "torque compensation value" reflects the intensity of longitudinal torque adjustment required under the current driving conditions.

[0087] Specifically, the control system uses a preset mapping relationship, control algorithm, or mathematical model, taking speed-related operating data as input to obtain the corresponding torque compensation value. For example, in one possible implementation, the control system obtains the corresponding torque compensation value from a pre-calibrated torque compensation value mapping table by looking up the current longitudinal acceleration and its rate of change.

[0088] One possible implementation is that the torque compensation value mapping table can be calibrated based on real vehicle testing or simulation under different vehicle speeds, accelerations, and road surface adhesion conditions, ensuring that the compensation effect balances comfort and stability.

[0089] By using the above methods, a reasonable torque compensation value can be determined based on real-time operating data, providing a basis for subsequent coordinated adjustment of the front and rear axle torques. This proactively suppresses vehicle pitch motion from the power control level, improving ride comfort and reducing the risk of motion sickness.

[0090] S103. Based on the torque compensation value, adjust the front axle torque and rear axle torque of the vehicle to reduce the vehicle's attitude changes.

[0091] Among them, "front axle torque" and "rear axle torque" refer to the target driving or braking torque currently allocated to the front drive axle and rear drive axle of the vehicle, respectively. "Attitude change" in this embodiment specifically refers to the pitch motion of the vehicle caused by longitudinal load transfer during acceleration or braking, specifically manifested as "nose-up" (the front of the vehicle lifts up) during acceleration or "nose-down" (the front of the vehicle drops down) during braking.

[0092] One possible implementation involves calculating the first target torque value of the front axle in the previous sampling period with the torque compensation value in the current sampling period to obtain the updated front axle target torque; simultaneously, the second target torque value of the rear axle in the previous sampling period is calculated in reverse with the torque compensation value to obtain the updated rear axle target torque.

[0093] Through the aforementioned front and rear axle coordinated adjustment mechanism, the torque distribution ratio between the front and rear axles is adjusted without significantly changing the total output torque, thereby generating a force opposite to the vehicle's pitching tendency to counteract the pitching caused by longitudinal acceleration. For example, under rapid acceleration conditions, appropriately reducing the rear axle driving force and moderately increasing the front axle driving force can suppress the phenomenon of the front end lifting up.

[0094] The updated target torque for the front axle and the target torque for the rear axle are sent to the corresponding motor controllers, which then execute the torque output to intervene in the vehicle's attitude, effectively reducing motion sickness caused by frequent up-and-down swaying.

[0095] The vehicle control method provided in this application acquires vehicle operating data, including at least speed-related data, when the vehicle is in a speed-changing phase. Based on the operating data, a torque compensation value is determined. Based on the torque compensation value, the front axle torque and rear axle torque are adjusted to reduce vehicle attitude changes. By actively counteracting pitch moment, the method suppresses vehicle roll, reduces pitch angle acceleration and abrupt attitude changes, lowers longitudinal impact, and makes occupant visual and vestibular perception more consistent, thereby improving comfort and reducing motion sickness.

[0096] Figure 2 Flowchart of the vehicle control method provided in this application Figure 2 ,like Figure 2 As shown, in this embodiment... Figure 1 Based on the embodiments, the vehicle control method is described in detail, including:

[0097] S201. When the vehicle is in a speed change phase, acquire the vehicle's operating data, which shall include at least speed-related data.

[0098] Step S201 is similar to step S101 above, and will not be repeated here.

[0099] S202. Based on the speed data and / or acceleration data in the operating data of the Mth sampling period during the speed change phase, determine the torque compensation value of the vehicle in the Mth sampling period.

[0100] Understandably, when a vehicle is in a phase of speed change, the control system periodically samples the operating data and makes control decisions at fixed time intervals. The "sampling period" refers to the smallest time unit for the control system to perform data acquisition, calculation, and command output, usually in the millisecond range (e.g., 10ms). Each sampling period is numbered sequentially, denoted as the 1st, 2nd, ..., Mth sampling period, where M is a positive integer greater than or equal to 1 (i.e., M≥1), representing the control period currently being processed.

[0101] During the Mth sampling period, the control system acquires the corresponding operating data and extracts, but is not limited to, current speed data and / or acceleration data. Based on the aforementioned speed data and / or acceleration data, it determines the torque compensation value for the vehicle during the Mth sampling period. This torque compensation value characterizes the amount of torque correction applied to the front and rear axles required to suppress vehicle pitch changes under the current driving conditions.

[0102] One possible implementation involves determining the torque compensation value using a pre-calibrated mapping relationship. Specifically, the torque compensation value is pre-calibrated through real-vehicle testing or simulation at different speed ranges (e.g., 0–30 km / h, 30–80 km / h, 80–120 km / h) and different longitudinal acceleration ranges (e.g., −5 m / s² to +3 m / s²), and stored as a multi-dimensional lookup table. In the Mth sampling period, based on the real-time acquired speed and acceleration data, the corresponding torque compensation value is determined by querying this multi-dimensional lookup table using interpolation or indexing.

[0103] Another possible implementation involves using a calculation method based on a vehicle dynamics model to determine the torque compensation value. Specifically, based on the current vehicle speed and longitudinal acceleration parameters, the pitch moment caused by acceleration is calculated. Combined with a preset ride comfort target (e.g., pitch acceleration should not exceed 0.5 rad / s²), the offsetting torque generated by the torque difference between the front and rear axles is derived, and the offsetting torque is converted into torque compensation values ​​acting on the front and rear drive axles.

[0104] In this way, based on the latest acquired speed and / or acceleration data, the torque compensation value that matches the current operating condition can be dynamically and in real time determined in each sampling cycle, providing reliable data support for subsequent adjustment of front and rear axle torque and effective suppression of pitch attitude changes such as acceleration pitching or braking pitching.

[0105] S203. When the speed change phase is the acceleration phase and it is in the first sampling period, the first target torque value corresponding to the first sampling period is determined based on the sum of the required torque value of the front axle in the first sampling period and the torque compensation value in the first sampling period, and the torque of the front axle is adjusted to the first target torque value corresponding to the first sampling period.

[0106] Understandably, when a vehicle is in a speed change and acceleration phase, the vehicle's control system enters the front and rear axle torque coordination control process under acceleration conditions. One possible implementation involves acquiring the required torque value of the front axle in the first sampling cycle (i.e., the first control cycle after the vehicle speed change). This required torque value refers to the torque drive command allocated to the front axle generated by the driver's acceleration intention (i.e., accelerator pedal opening), current vehicle speed, and current gear information. It is important to note that the required torque value does not include torque compensation values ​​used to improve ride comfort.

[0107] The first target torque value for the first sampling period is determined by summing the required torque value of the front axle in the first sampling period and the torque compensation value in the first sampling period. Specifically, the following calculation formula is used:

[0108] The first target torque value = the required torque value of the front axle in the first sampling period + the torque compensation value in the first sampling period.

[0109] It should be noted that the torque compensation value mentioned in this embodiment is a positive value. Adding the compensation value to the basic required torque can achieve an active enhancement of the front axle output to balance the rebound trend of the large torque output of the rear axle.

[0110] The first target torque value is sent to the controller of the front axle drive motor, and the actual output torque of the front axle is adjusted to the first target torque value.

[0111] S204. Based on the negative value of the torque compensation value in the first sampling period, determine the second target torque value in the first sampling period, and adjust the torque of the rear axle to the second target torque value corresponding to the first sampling period.

[0112] Understandably, a "negative torque compensation value" refers to taking the opposite of the previously determined torque compensation value. That is, to ensure the conservation of the front and rear axles, without changing the total driving torque of the vehicle, an internal torque is generated to suppress vehicle pitch by redistributing the torque between the front and rear axles.

[0113] When the vehicle is accelerating, the rear axle is the primary drive axle and bears a large driving force during acceleration. By appropriately reducing the drive output of the rear axle, the vehicle pitch caused by the large torque output of the rear axle can be alleviated.

[0114] Specifically, the second target torque value of the rear axle is determined to be a "negative value of the torque compensation value". The second target torque value is sent to the controller of the rear axle drive motor, and the actual output torque of the rear axle is adjusted to the second target torque value.

[0115] By employing the aforementioned coordinated control strategy for front and rear axle torque during vehicle acceleration, the vehicle pitch angle acceleration is effectively reduced, improving start-up smoothness and minimizing passenger discomfort or motion sickness risks caused by sudden changes in vehicle longitudinal posture, thereby enhancing driving comfort.

[0116] S205. When the speed change phase is a braking deceleration phase and it is in the first sampling cycle, based on the torque compensation value of the first sampling cycle, determine the first target torque value of the first sampling cycle, and adjust the torque of the front axle to the first target torque value corresponding to the first sampling cycle.

[0117] Understandably, when a vehicle is in a speed change and deceleration phase, the vehicle's control system enters the front and rear axle torque coordination control process under the vehicle deceleration mode. One possible implementation is to determine the torque compensation value corresponding to the current cycle based on the operating data collected in the first sampling cycle when the current processing moment corresponds to the first sampling cycle (i.e., M=1, specifically, M=1 represents the first control cycle after the braking deceleration phase).

[0118] During deceleration and braking, the torque compensation value is used to suppress the "nose-diving" phenomenon caused by vehicle braking and deceleration. By adjusting the torque output of the front and rear axles, the aforementioned "nose-diving" phenomenon can be reduced.

[0119] Based on the torque compensation value of the first sampling period, the first target torque value for the first sampling period is determined. Specifically, the first target torque value corresponding to the front axle is equal to the torque compensation value of the first sampling period. That is, during the vehicle deceleration phase, the torque allocated to the rear axle is the torque compensation value.

[0120] The above-mentioned method reduces the torque distribution to the front axle, preventing excessive compression of the front suspension and thus suppressing the vehicle's "nose-diving".

[0121] The first target torque value is sent to the controller of the front axle drive motor, and the actual output torque of the front axle is adjusted to the first target torque value.

[0122] S206. Based on the difference between the required torque value of the front axle in the first sampling period and the torque compensation value in the first sampling period, determine the second target torque value corresponding to the first sampling period, and adjust the torque of the rear axle to the second target torque value corresponding to the first sampling period.

[0123] Understandably, the total driving torque of a vehicle is not changed during the redistribution of torque between the front and rear axles. When the vehicle is decelerating or braking, as mentioned earlier, reducing the torque distribution to the front axle prevents excessive compression of the front suspension, thus suppressing vehicle nose-diving. Correspondingly, the torque is redistributed to the rear axle without changing the total driving torque of the vehicle.

[0124] Specifically, based on the difference between the required torque value of the front axle in the first sampling period and the torque compensation value in the first sampling period, the second target torque value corresponding to the first sampling period is determined, and the actual output torque of the rear axle is adjusted accordingly.

[0125] In one possible implementation, the first target torque value of the front axle has been updated according to the aforementioned method (first target torque value = torque compensation value of the first sampling period). To maintain the total torque conservation, the second target torque value of the rear axle can be determined by the following formula:

[0126] The second target torque value = the required torque value in the first sampling period - the torque compensation value in the first sampling period. The second target torque value is sent to the controller of the rear axle drive motor, and the actual output torque of the rear axle is adjusted to the second target torque value.

[0127] By employing the aforementioned coordinated control strategy for front and rear axle torque during vehicle deceleration, the optimized redistribution of braking force between the front and rear axles is achieved at the initial braking stage: that is, the front axle is moderately weakened and the rear axle is strengthened, effectively alleviating suspension compression and front-end drop caused by sudden increase in front axle load, thereby significantly reducing pitch impact and improving ride comfort.

[0128] In some embodiments, when the vehicle speed changes, but is not in the first sampling period, and the vehicle speed change phase is an acceleration or braking deceleration phase, and is in the Mth (M>1)th sampling period, the torque adjustment of the front and rear axles of the vehicle is performed using a gradient adjustment method, including:

[0129] S207. Based on the difference between the first target torque value of the front axle in the (M-1)th sampling period and the torque compensation value in the Mth sampling period, determine the first target torque value corresponding to the Mth sampling period, and adjust the torque of the front axle to the first target torque value corresponding to the Mth sampling period.

[0130] Understandably, the first target torque value of the front axle in the (M-1)th sampling period is obtained. The first target torque value in the (M-1)th sampling period is the target torque value that was finally sent to the front axle drive execution unit for driving after compensation and adjustment in the previous control period, representing the actual output torque value of the front axle in the previous control period.

[0131] Based on the operational data collected within the Mth sampling period (including at least speed-related data such as vehicle speed and longitudinal acceleration), the torque compensation value corresponding to the current Mth sampling period is determined. The torque compensation value corresponding to the current Mth sampling period is similar to the aforementioned torque compensation value, both used to characterize the torque applied to suppress vehicle pitch during the current acceleration or deceleration braking condition.

[0132] The first target torque value corresponding to the Mth sampling period is determined based on the difference between the first target torque value of the front axle in the (M-1)th sampling period and the torque compensation value in the Mth sampling period.

[0133] Recursively updating the first target torque value ensures the smoothness of control commands and avoids torque jumps caused by recalculating from the original torque demand in each cycle.

[0134] The first target torque value corresponding to the determined Mth sampling period is sent to the front axle drive unit to adjust the actual output torque of the front axle to the first target torque value corresponding to the Mth sampling period.

[0135] S208. Based on the second target torque value of the rear axle in the (M-1)th sampling period and the sum of the torque compensation values ​​in the Mth sampling period, determine the second target torque value corresponding to the Mth sampling period, and adjust the torque of the rear axle to the second target torque value corresponding to the Mth sampling period.

[0136] After updating the front axle torque, a synchronized adjustment to the rear axle torque is performed. Similarly, the adjustment to the rear axle torque is based on the rear axle torque value from the previous cycle and the dynamic compensation requirements of the current cycle. This ensures continuous and coordinated torque distribution between the front and rear axles, effectively suppressing changes in vehicle pitch attitude.

[0137] Specifically, the second target torque value corresponding to the Mth sampling period is determined based on the second target torque value of the rear axle in the (M-1)th sampling period (the target torque finally sent to the rear axle execution unit after compensation and adjustment in the previous control period) and the sum of the torque compensation value in the Mth sampling period.

[0138] The determined second target torque value for the Mth sampling period is sent to the rear axle drive actuator to adjust the actual output torque of the rear axle to the target value.

[0139] Through the aforementioned torque gradient update mechanism for the front and rear axles based on the previous cycle target value and the current compensation amount, the front axle torque output can be continuously and dynamically optimized during speed changes, ensuring the smoothness and timeliness of torque redistribution. Furthermore, by jointly suppressing vehicle pitch motion through the front and rear axles, the "nose-up" phenomenon during acceleration or "nose-down" during braking is reduced, improving ride comfort. In the aforementioned vehicle control logic, an initial torque compensation value is determined based on the vehicle's operating data during speed changes. This value reflects the amount of front and rear axle torque correction required to suppress pitch motion under ideal or baseline conditions.

[0140] However, real-world driving environments are complex and varied, and determining torque compensation values ​​solely based on vehicle operating data is insufficient to fully represent the vehicle's true condition. For example, under the same acceleration, the friction force provided by the tires differs significantly between wet and dry surfaces; furthermore, when a vehicle is fully loaded, even a small acceleration can result in noticeable pitching due to amplified inertia. Therefore, using only initial compensation values ​​for vehicle drive control may lead to insufficient or excessive compensation, affecting comfort and even stability.

[0141] Therefore, this application further introduces an adjustment coefficient k to correct the initial torque compensation value. The adjustment coefficient k is determined based on the vehicle's current driving state, road gradient, vehicle energy recovery intensity, tire adhesion coefficient, vehicle body posture information, and vehicle load distribution.

[0142] One possible implementation method, Figure 3 A flowchart illustrating a vehicle control method provided in this application. Figure 3 .like Figure 3 As shown, based on the speed data and / or acceleration data in the Mth sampling period of the speed change phase, the torque compensation value of the vehicle in the Mth sampling period is determined, including:

[0143] S301. Based on the speed data and / or acceleration data in the operating data of the Mth sampling period during the speed change phase, determine the initial torque compensation value of the vehicle in the Mth sampling period.

[0144] The "initial torque compensation value" refers to the torque correction amount initially calculated based solely on the vehicle's longitudinal dynamic response, without considering factors such as the vehicle's energy recovery intensity, tire adhesion coefficient, vehicle attitude, and load distribution.

[0145] In one possible implementation, the initial torque compensation value is determined through a pre-calibrated mapping relationship. Specifically, a multi-dimensional lookup table is pre-established, with longitudinal acceleration and / or vehicle speed as input dimensions and the initial torque compensation value as output. In the Mth sampling period, based on the real-time collected speed data and / or acceleration data, the initial torque compensation value of the vehicle in the Mth sampling period is obtained by interpolation or indexing in this mapping table.

[0146] S302. Determine the adjustment coefficient based on at least one of the following: the slope of the road the vehicle travels on during the Mth sampling period, the energy recovery intensity of the vehicle, the tire adhesion coefficient of the vehicle, the attitude of the vehicle, and the load distribution of the vehicle.

[0147] Understandably, after determining the initial torque compensation value of the vehicle in the Mth sampling period, in order to further improve the torque control accuracy and environmental adaptability of the vehicle on non-level roads, an adjustment coefficient is determined based on at least one of the following: the slope of the road the vehicle travels on in the Mth sampling period, the energy recovery intensity of the vehicle, the tire adhesion coefficient of the vehicle, the attitude of the vehicle, and the load distribution of the vehicle.

[0148] Among them, road slope refers to the longitudinal slope angle of the vehicle's current position, which affects the component of gravity along the direction of travel, and thus changes the front and rear axle loads.

[0149] Energy recovery intensity refers to the power level of the current drive motor braking or regenerative braking, reflecting the magnitude and distribution characteristics of the motor's power.

[0150] The coefficient of friction of a tire is the maximum friction between the tire and the road surface. It determines the upper limit of force transmission between the suspension and the ground. For example, under low adhesion conditions, the compensation strength needs to be reduced to prevent slippage.

[0151] The vehicle's attitude includes the vehicle's pitch angle, pitch rate, etc., such as real-time pitch angle or pitch rate, which are used to determine whether the attitude has deviated from the equilibrium position.

[0152] The load distribution of a vehicle refers to the ratio of the total mass of the vehicle and the load distribution between the front and rear axles, which affects the magnitude of the pitching moment during acceleration or braking. For example, the greater the total mass, the greater the inertial force and the stronger the pitching tendency.

[0153] In actual control, the specific parameters used to determine the adjustment coefficient k depend on the current driving scenario of the vehicle and the available sensor information. For example, when the vehicle is equipped with a high-precision inertial measurement unit and a slope estimation module, and the absolute value of the road slope is detected to exceed a preset threshold, the road slope is included in the calculation of k.

[0154] When the vehicle is in a regenerative braking activation state (such as when the accelerator pedal is released or the single-pedal mode is activated), and the motor braking torque is greater than the set value, the energy recovery intensity is included in the calculation of k.

[0155] When the wheel speed signal shows an abnormal slip ratio or the estimated tire adhesion coefficient is lower than the safety threshold, the vehicle's tire adhesion coefficient is included in the calculation of k.

[0156] When the current vehicle pitch angle exceeds the comfort limit or the pitch rate is too large, it indicates that the attitude has deviated significantly. Even if the acceleration is small, compensation needs to be increased. At this time, the attitude adjustment coefficient k of the vehicle needs to be adjusted.

[0157] When a vehicle is equipped with a pressure sensor, or when the overall vehicle load is large or the front and rear axle load distribution is significantly offset by back-calculation of the acceleration / braking response, it indicates that the pitching moment is amplified under the same acceleration. In this case, the coefficient k needs to be adjusted according to the load distribution.

[0158] The adjustment coefficient is used to dynamically scale the aforementioned initial torque compensation value to adapt to the actual needs under different conditions such as slope, vehicle energy recovery intensity, vehicle tire adhesion coefficient, vehicle attitude, and vehicle load distribution. The adjustment coefficient k is set to k∈ Its value changes dynamically with the reliability and safety of pitch suppression requirements.

[0159] Specifically, when driving conditions are ideal (such as flat roads, high adhesion, balanced load, stable posture, and weak energy recovery), the risk of intervention in torque compensation is low and the effect is predictable. At this time, the adjustment parameter k approaches 1.

[0160] When limiting factors exist (such as increased slope, decreased adhesion coefficient, uneven load distribution, or significant attitude deviation), the parameter k is adjusted to decrease accordingly to avoid overcompensation leading to power loss, wheel slippage, or control instability.

[0161] In particular, under conditions of low adhesion and steep slope, if full compensation is continued to be applied, it may exceed the tire force boundary or aggravate the attitude deterioration. Therefore, the adjustment parameter k approaches 0, which weakens the torque compensation.

[0162] S303. Determine the torque compensation value of the vehicle in the Mth sampling period based on the product of the adjustment coefficient and the initial torque compensation value of the vehicle in the Mth sampling period.

[0163] Understandably, the torque compensation value = adjustment coefficient * initial torque compensation value in the Mth sampling period.

[0164] In actual driving, even when the road gradient is zero, factors such as changes in the intensity of vehicle regenerative braking, differences in road surface adhesion conditions, uneven distribution of occupants or loads, and the current vehicle posture will significantly affect the loads on the front and rear axles. The parameters used to determine the adjustment coefficient, including the vehicle's regenerative braking intensity, tire adhesion coefficient, vehicle posture information, and vehicle load distribution, are not limited to slope driving scenarios but are continuously monitored and utilized at all speed change stages (whether on flat roads, uphill, or downhill).

[0165] The adjustment coefficient dynamically adjusts the compensation intensity, fully intervening to enhance comfort under ideal conditions such as high adhesion, flat roads, and stable posture, while actively attenuating compensation to ensure stability under limited conditions such as low adhesion, steep inclines, heavy loads, or posture deviation. It accurately matches actual pitch suppression needs under various operating conditions, effectively reducing the magnitude and impact of acceleration nose-up or braking nose-down, resulting in smoother changes in vehicle posture, significantly improving ride comfort, and reducing the risk of motion sickness caused by longitudinal sway.

[0166] In actual driving, a vehicle's acceleration or braking behavior often exhibits a certain degree of continuity and predictability. For example, after a driver depresses the accelerator pedal, they usually maintain the intention to accelerate for a period of time. If compensation is based solely on the instantaneous state of the current cycle, the initial impact of pitch may not be adequately suppressed due to control lag.

[0167] Therefore, in one possible implementation, based on the speed data and / or acceleration data in the operating data of the Mth sampling period during the speed change phase, the torque compensation value of the vehicle in the Mth sampling period is determined, including:

[0168] Based on the driving behavior data of the Mth sampling period during the speed change phase, predict the speed change intention in the (M+1)th sampling period.

[0169] Based on the speed change intention in the (M+1)th sampling period, the torque compensation value of the vehicle in the Mth sampling period is corrected.

[0170] Understandably, M represents the current sampling period number (M≥1), used to provide time-series information on recent driver behavior data. This driver behavior data includes, but is not limited to: accelerator pedal opening and its rate of change, brake pedal travel and its rate of change, steering wheel angle, vehicle speed change trend, gear position signal, and planning instructions from advanced driver assistance systems.

[0171] Based on driving behavior data, a pre-set prediction model is used to infer the driver's or autonomous driving system's intention to change speed in the future. Among them, "speed change intention in the M+1th sampling period" refers to the judgment of the vehicle's longitudinal dynamic trend in the next control period. For example, the intention types include: "continuous acceleration", "acceleration reduction", "imminent braking", "emergency braking", etc.

[0172] In one possible implementation, the prediction model is a rule base. For example, if the rate of decrease in accelerator pedal opening exceeds a preset threshold for two consecutive cycles, it is determined as "acceleration weakening"; if the brake pedal travel increases rapidly in a short period of time, it is determined as "braking is imminent". A machine learning model (such as a Long Short-Term Memory network (LSTM) or a lightweight neural network) is used to train historical driving behavior sequences to predict the probability of speed change in the next cycle.

[0173] The control system corrects the torque compensation value determined in the Mth sampling period based on the predicted speed change intention. Specifically:

[0174] If it is predicted that the M+1th cycle will enter a stronger braking state, the compensation intensity of the current cycle will be increased in advance to suppress the impending "nodding".

[0175] If the acceleration intention is predicted to weaken, the current compensation value should be appropriately reduced to avoid sudden changes in front axle driving force due to overcompensation, which could trigger a reverse pitch shock.

[0176] Through the aforementioned prediction and correction mechanism based on driving behavior data, targeted interventions can be applied before the actual change in posture occurs, effectively reducing the peak value and rate of change of pitch angle acceleration, reducing motion sickness, and improving driving comfort.

[0177] Figure 4 A schematic diagram of the vehicle control device provided in this application is shown below. Figure 4 As shown, the vehicle control device 400 provided in this embodiment includes:

[0178] The acquisition module 401 is used to acquire vehicle operating data when the vehicle is in a speed change phase; the operating data includes at least speed-related data.

[0179] The determination module 402 is used to determine the torque compensation value based on the operating data;

[0180] The processing module 403 is used to adjust the front axle torque and rear axle torque of the vehicle based on the torque compensation value to reduce the attitude change of the vehicle.

[0181] In one possible implementation, the determining module 402 is further configured to determine the torque compensation value of the vehicle in the Mth sampling period based on the speed data and / or acceleration data in the operating data of the Mth sampling period during the speed change phase; M is greater than or equal to 1.

[0182] In one possible implementation, the determining module 402 is further configured to determine the first target torque value corresponding to the first sampling period based on the sum of the required torque value of the front axle in the first sampling period and the torque compensation value in the first sampling period when the speed change phase is an acceleration phase and is in the first sampling period.

[0183] The processing module 403 is also used to adjust the torque of the front axle to the first target torque value corresponding to the first sampling period;

[0184] The determining module 402 is also used to determine the second target torque value of the first sampling period based on the negative number of the torque compensation value of the first sampling period;

[0185] The processing module 403 is also used to adjust the torque of the rear axle to the second target torque value corresponding to the first sampling period.

[0186] In one possible implementation, the determining module 402 is further configured to determine a first target torque value for the first sampling period based on the torque compensation value of the first sampling period when the speed change phase is a braking deceleration phase and is in the first sampling period.

[0187] The processing module 403 is also used to adjust the torque of the front axle to the first target torque value corresponding to the first sampling period;

[0188] The determining module 402 is also used to determine the second target torque value corresponding to the first sampling period based on the difference between the required torque value of the front axle in the first sampling period and the torque compensation value in the first sampling period;

[0189] The processing module 403 is also used to adjust the torque of the rear axle to the second target torque value corresponding to the first sampling period.

[0190] In one possible implementation, the determining module 402 is further configured to determine the first target torque value corresponding to the Mth sampling period based on the difference between the first target torque value of the front axle in the (M-1)th sampling period and the torque compensation value in the Mth sampling period when the speed change phase is an acceleration phase or a braking deceleration phase and is in the Mth sampling period.

[0191] The processing module 403 is also used to adjust the torque of the front axle to the first target torque value corresponding to the Mth sampling period;

[0192] The determining module 402 is further configured to determine the second target torque value corresponding to the Mth sampling period based on the second target torque value of the rear axle in the M-1th sampling period and the sum of the torque compensation values ​​in the Mth sampling period;

[0193] The processing module 403 is also used to adjust the torque of the rear axle to the second target torque value corresponding to the Mth sampling period.

[0194] In one possible implementation, the determining module 402 is further configured to determine the initial torque compensation value of the vehicle in the Mth sampling period based on the speed data and / or acceleration data in the operating data of the Mth sampling period during the speed change phase.

[0195] The determination module 402 is also used to determine the adjustment coefficient based on at least one of the following: the slope of the road traveled by the vehicle in the Mth sampling period, the energy recovery intensity of the vehicle, the tire adhesion coefficient of the vehicle, the attitude of the vehicle, and the load distribution of the vehicle.

[0196] The determination module 402 is also used to determine the torque compensation value of the vehicle in the Mth sampling period based on the product of the adjustment coefficient and the initial torque compensation value of the vehicle in the Mth sampling period.

[0197] In one possible implementation, the processing module 403 is further configured to predict the speed change intention in the (M+1)th sampling period based on the driving behavior data in the Mth sampling period of the speed change phase.

[0198] The processing module 403 is also used to correct the torque compensation value of the vehicle in the Mth sampling period based on the speed change intention in the M+1th sampling period.

[0199] The vehicle control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0200] Figure 5 A schematic diagram of the structure of the electronic device provided in this application. Figure 5 As shown, the electronic device 500 provided in this embodiment includes at least one processor 501 and a memory 502. Optionally, the device 50 also includes a communication component 503. The processor 501, memory 502, and communication component 503 are connected via a bus 504.

[0201] In a specific implementation, at least one processor 501 executes computer execution instructions stored in memory 502, causing at least one processor 501 to perform the above-described method.

[0202] The specific implementation process of processor 501 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0203] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0204] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0205] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0206] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0207] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0208] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0209] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0210] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0211] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0212] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0213] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0214] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0215] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A vehicle control method, characterized in that, The vehicle is driven by both the front and rear axles, and the method includes: When the vehicle is in a speed change phase, acquire the vehicle's operating data; the operating data includes at least speed-related data; Based on the aforementioned operating data, the torque compensation value is determined; Based on the torque compensation value, the front axle torque and rear axle torque of the vehicle are adjusted to reduce the attitude change of the vehicle.

2. The method according to claim 1, characterized in that, Determining the torque compensation value based on the operating data includes: Based on the speed data and / or acceleration data in the operating data of the Mth sampling period during the speed change phase, the torque compensation value of the vehicle in the Mth sampling period is determined; where M is greater than or equal to 1.

3. The method according to claim 2, characterized in that, When M equals 1, adjusting the front axle torque and rear axle torque of the vehicle based on the torque compensation value includes: If the speed change phase is an acceleration phase and is in the first sampling period, the first target torque value corresponding to the first sampling period is determined based on the sum of the required torque value of the front axle in the first sampling period and the torque compensation value in the first sampling period, and the torque of the front axle is adjusted to the first target torque value corresponding to the first sampling period. Based on the negative value of the torque compensation value in the first sampling period, the second target torque value in the first sampling period is determined, and the torque of the rear axle is adjusted to the second target torque value corresponding to the first sampling period.

4. The method according to claim 2, characterized in that, When M equals 1, adjusting the front axle torque and rear axle torque of the vehicle based on the torque compensation value includes: If the speed change phase is a braking deceleration phase and is in the first sampling period, based on the torque compensation value of the first sampling period, a first target torque value for the first sampling period is determined, and the torque of the front axle is adjusted to the first target torque value corresponding to the first sampling period. Based on the difference between the required torque value of the front axle in the first sampling period and the torque compensation value in the first sampling period, a second target torque value corresponding to the first sampling period is determined, and the torque of the rear axle is adjusted to the second target torque value corresponding to the first sampling period.

5. The method according to claim 3 or 4, characterized in that, When M is greater than 1, adjusting the front axle torque and rear axle torque of the vehicle based on the torque compensation value includes: If the speed change phase is an acceleration phase or a braking deceleration phase and is in the Mth sampling period, the first target torque value corresponding to the Mth sampling period is determined based on the difference between the first target torque value of the front axle in the (M-1)th sampling period and the torque compensation value in the Mth sampling period, and the torque of the front axle is adjusted to the first target torque value corresponding to the Mth sampling period. Based on the second target torque value of the rear axle in the (M-1)th sampling period and the sum of the torque compensation values ​​in the Mth sampling period, the second target torque value corresponding to the Mth sampling period is determined, and the torque of the rear axle is adjusted to the second target torque value corresponding to the Mth sampling period.

6. The method according to any one of claims 2-4, characterized in that, The determination of the torque compensation value of the vehicle in the Mth sampling period, based on the speed data and / or acceleration data in the operating data of the Mth sampling period during the speed change phase, includes: Based on the speed data and / or acceleration data in the operating data of the Mth sampling period during the speed change phase, the initial torque compensation value of the vehicle in the Mth sampling period is determined. The adjustment coefficient is determined based on at least one of the following: the slope of the road traveled by the vehicle in the Mth sampling period, the energy recovery intensity of the vehicle, the tire adhesion coefficient of the vehicle, the attitude of the vehicle, and the load distribution of the vehicle. The torque compensation value of the vehicle in the Mth sampling period is determined based on the product of the adjustment coefficient and the initial torque compensation value of the vehicle in the Mth sampling period.

7. The method according to any one of claims 2-4, characterized in that, The determination of the torque compensation value of the vehicle in the Mth sampling period, based on the speed data and / or acceleration data in the operating data of the Mth sampling period during the speed change phase, includes: Based on the driving behavior data of the Mth sampling period during the speed change phase, predict the speed change intention of the (M+1)th sampling period. Based on the speed change intention in the (M+1)th sampling period, the torque compensation value of the vehicle in the Mth sampling period is corrected.

8. An electronic device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-7.

9. A vehicle, characterized in that, Includes the electronic device as described in claim 8, or is used to perform the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-7.

11. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the method described in any one of claims 1-7.

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