Vehicle control method, electronic equipment, vehicle and storage medium
By acquiring real-time vehicle front and rear axle loads and road surface adhesion coefficients, and dynamically adjusting the vehicle's torque distribution strategy, the problems of vehicle deviation and instability during acceleration are solved, thereby improving driving safety and stability.
Patent Information
- Application Number
- CN202511989274.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-12-26
- Publication Date
- 2026-02-10
AI Technical Summary
In existing technologies, when a vehicle accelerates, the fixed torque distribution strategy cannot flexibly adjust according to actual road conditions and vehicle status, resulting in unreasonable power distribution between the front and rear axles, which may lead to vehicle deviation or instability.
By acquiring the actual loads on the front and rear axles of the vehicle in real time, calculating and determining the corresponding limiting torque, and making corrections based on the road surface adhesion coefficient, the adhesion torque and torque of the front and rear axles are dynamically adjusted to ensure that they operate within a reasonable range and to prevent the vehicle from veering off course or becoming unstable.
It improves the safety and stability of the vehicle during acceleration, ensures that the power distribution matches the actual road conditions, avoids tire slippage, and enhances the driving experience.
Smart Images
Figure CN121492938A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle control technology, and more specifically, to a vehicle control method, electronic device, vehicle, and storage medium within the field of vehicle control technology. Background Technology
[0002] In related technologies, when a vehicle is accelerating on a flat or sloping road surface, it usually relies on a fixed torque distribution strategy to distribute power. However, this fixed torque distribution method is difficult to adjust flexibly according to the actual road conditions and vehicle status, which may lead to slippage of the front and rear axles due to unreasonable power distribution, resulting in vehicle deviation or instability. Summary of the Invention
[0003] This application provides a vehicle control method, electronic device, vehicle, and storage medium. The method can prevent the vehicle from veering off course or becoming unstable during acceleration, thereby improving vehicle driving safety.
[0004] In a first aspect, a vehicle control method is provided, the method comprising: when the vehicle is in an accelerating state, acquiring the actual load of the front axle and the actual load of the rear axle of the vehicle; determining the front axle limiting torque of the vehicle based on the actual load of the front axle, and determining the rear axle limiting torque of the vehicle based on the actual load of the rear axle; and limiting the actual torque of the front axle and the actual torque of the rear axle of the vehicle based on the front axle limiting torque and the rear axle limiting torque.
[0005] The above technical solution addresses the issue that the actual loads on the front and rear axles change during vehicle acceleration. Therefore, the limiting torques for the front and rear axles, calculated based on these real-time load changes, also change in real time. This method of determining the limiting torque overcomes the limitations of fixed torque distribution methods in existing technologies, achieving real-time distribution of the limiting torque. This ensures that both the front and rear axles operate within a reasonable torque range during vehicle acceleration, preventing vehicle deviation or instability. Consequently, it improves the safety and stability of the vehicle during acceleration, enhancing the user's driving experience.
[0006] In conjunction with the first aspect, in some possible implementations, determining the front axle limiting torque of the vehicle based on the actual load on the front axle and determining the rear axle limiting torque of the vehicle based on the actual load on the rear axle includes: determining the front axle adhesion torque of the vehicle based on the actual load on the front axle and determining the rear axle adhesion torque of the vehicle based on the actual load on the rear axle; determining the front axle limiting torque of the vehicle based on the front axle adhesion torque and determining the rear axle limiting torque of the vehicle based on the rear axle adhesion torque.
[0007] The above technical solution calculates the corresponding front and rear axle adhesion torques in real time based on the actual loads of the front and rear axles. Then, based on these calculated adhesion torques, it further determines the front and rear axle limiting torques in real time. Because this solution can calculate the load distribution on the front and rear axles in real time, the adhesion torque calculated based on the actual load distribution more closely reflects the vehicle's current condition, avoiding calculation errors caused by lagging or inaccurate load data. Furthermore, the real-time calculation of the limiting torques ensures that the setting of the limiting torques always closely follows the vehicle's actual driving conditions. Regardless of load changes, the limiting torques can be adjusted quickly and accurately, improving the vehicle's driving stability and safety.
[0008] Combining the first aspect and the above implementation methods, in some possible implementation methods, determining the front axle limiting torque of the vehicle based on the front axle adhesion torque and determining the rear axle limiting torque of the vehicle based on the rear axle adhesion torque includes: correcting the front axle adhesion torque based on the road surface adhesion coefficient of the road surface where the vehicle is located to obtain a corrected front axle adhesion torque, and correcting the rear axle adhesion torque based on the road surface adhesion coefficient to obtain a corrected rear axle adhesion torque; determining the front axle limiting torque based on the corrected front axle adhesion torque, and determining the rear axle limiting torque based on the corrected rear axle adhesion torque.
[0009] The aforementioned technical solution modifies the adhesion torque of the front and rear axles by incorporating the road surface adhesion coefficient, thereby determining the limiting torque for both axles. This method fully considers the significant impact of different road conditions on vehicle adhesion. By modifying the adhesion torque using the road surface adhesion coefficient, the modified adhesion torque more closely reflects the actual road conditions. Based on this, the limiting torque is determined, thus not only improving vehicle safety and stability but also fully utilizing the vehicle's power potential under various road conditions.
[0010] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining the front axle limiting torque based on the modified front axle adhesion torque and determining the rear axle limiting torque based on the modified rear axle adhesion torque includes: obtaining the maximum available torque of the front axle and the maximum available torque of the rear axle of the vehicle; taking the minimum value between the modified front axle adhesion torque and the maximum available torque of the front axle as the front axle limiting torque, and taking the minimum value between the modified rear axle adhesion torque and the maximum available torque of the rear axle as the rear axle limiting torque.
[0011] The above technical solution obtains the maximum available torque of the front axle and the maximum available torque of the rear axle of the vehicle, and compares them with the corrected front axle adhesion torque and the corrected rear axle adhesion torque, respectively. The minimum value is taken to determine the front axle limiting torque and the rear axle limiting torque. This method can ensure that the vehicle avoids safety hazards caused by tire slippage under various road conditions, ensuring the driving safety and stability of the vehicle. It can also make the vehicle's power output as close as possible to the performance limit of its own power components, giving full play to the vehicle's power potential and improving driving efficiency and power performance.
[0012] Combining the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the front axle adhesion torque is corrected based on the road surface adhesion coefficient of the road surface where the vehicle is located to obtain the corrected front axle adhesion torque, and the rear axle adhesion torque is corrected based on the road surface adhesion coefficient to obtain the corrected rear axle adhesion torque. This includes: determining a correction coefficient or correction amount based on the road surface adhesion coefficient; wherein the road surface adhesion coefficient is positively correlated with the correction coefficient and negatively correlated with the correction amount; correcting the front axle adhesion torque based on the correction coefficient or correction amount to obtain the corrected front axle adhesion torque, and correcting the rear axle adhesion torque based on the correction coefficient or correction amount to obtain the corrected rear axle adhesion torque.
[0013] The aforementioned technical solution determines the correction coefficient or correction amount by querying a preset correspondence based on the road surface adhesion coefficient, thereby correcting the adhesion torque of the front and rear axles. This method accurately determines the correction coefficient or correction amount based on the road surface adhesion coefficient through a preset correspondence, reasonably correcting the front and rear axle adhesion torques. This ensures that the corrected front and rear axle adhesion torques better match the current road conditions, thus guaranteeing that the vehicle can achieve reasonable and precise power distribution under different road conditions, thereby improving the vehicle's driving safety and stability.
[0014] In combination with the first aspect and the above implementation methods, in some possible implementation methods, obtaining the actual load of the front axle and the actual load of the rear axle of the vehicle includes: obtaining the static load of the front axle, the static load of the rear axle, and the load transfer amount between the front axle and the rear axle; determining the actual load of the front axle based on the static load of the front axle and the load transfer amount, and determining the actual load of the rear axle based on the static load of the rear axle and the load transfer amount.
[0015] The aforementioned technical solution accurately determines the actual loads on the front and rear axles by comprehensively considering the static loads on the front and rear axles, as well as the load transfer between them. This method more realistically reflects the actual stress conditions on the front and rear axles during actual vehicle operation, making the calculated actual loads closer to reality. This provides more accurate data support for subsequent real-time torque distribution based on actual loads.
[0016] Combining the first aspect and the above implementation methods, in some possible implementation methods, the actual load of the front axle is determined based on the static load of the front axle and the load transfer amount, and the actual load of the rear axle is determined based on the static load of the rear axle and the load transfer amount, including: when the vehicle is in an uphill condition or the vehicle is traveling on a flat road, the difference between the static load of the front axle and the load transfer amount is taken as the actual load of the front axle, and the sum of the static load of the rear axle and the load transfer amount is taken as the actual load of the rear axle.
[0017] The aforementioned technical solution determines the actual load on the front axle by calculating the difference between the static load and the load transfer amount, and simultaneously determines the actual load on the rear axle by summing the static load and the load transfer amount. This calculation method fully considers the load transfer phenomenon caused by changes in gradient or dynamic operation during vehicle operation. By introducing the load transfer amount for dynamic adjustment, it ensures that the calculation results are closer to the actual situation. This accurate load determination method helps provide reliable data support for the vehicle's torque distribution.
[0018] Secondly, a vehicle control device is provided, comprising: an acquisition module for acquiring the actual load on the front axle and the actual load on the rear axle of the vehicle when the vehicle is in an accelerating state; a determination module for determining the front axle limiting torque of the vehicle based on the actual load on the front axle and determining the rear axle limiting torque of the vehicle based on the actual load on the rear axle; and a limiting module for limiting the actual torque on the front axle and the actual torque on the rear axle based on the front axle limiting torque and the rear axle limiting torque.
[0019] In conjunction with the second aspect, in some implementations of the second aspect, the determining module is specifically used to: determine the front axle limiting torque of the vehicle based on the actual load on the front axle, and determine the rear axle limiting torque of the vehicle based on the actual load on the rear axle, including: determining the front axle adhesion torque of the vehicle based on the actual load on the front axle, and determining the rear axle adhesion torque of the vehicle based on the actual load on the rear axle; determining the front axle limiting torque of the vehicle based on the front axle adhesion torque, and determining the rear axle limiting torque of the vehicle based on the rear axle adhesion torque.
[0020] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the determining module is specifically used to: determine the front axle limiting torque of the vehicle based on the front axle adhesion torque, and determine the rear axle limiting torque of the vehicle based on the rear axle adhesion torque, including: correcting the front axle adhesion torque based on the road surface adhesion coefficient of the road surface where the vehicle is located to obtain a corrected front axle adhesion torque, and correcting the rear axle adhesion torque based on the road surface adhesion coefficient to obtain a corrected rear axle adhesion torque; determining the front axle limiting torque based on the corrected front axle adhesion torque, and determining the rear axle limiting torque based on the corrected rear axle adhesion torque.
[0021] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the determining module is specifically used to: determine the front axle limiting torque based on the corrected front axle adhesion torque, and determine the rear axle limiting torque based on the corrected rear axle adhesion torque, including: obtaining the maximum available torque of the front axle and the maximum available torque of the rear axle of the vehicle; taking the minimum value between the corrected front axle adhesion torque and the maximum available torque of the front axle as the front axle limiting torque, and taking the minimum value between the corrected rear axle adhesion torque and the maximum available torque of the rear axle as the rear axle limiting torque.
[0022] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the determining module is specifically used to: correct the front axle adhesion torque based on the road surface adhesion coefficient of the road surface where the vehicle is located, to obtain the corrected front axle adhesion torque, and correct the rear axle adhesion torque based on the road surface adhesion coefficient, to obtain the corrected rear axle adhesion torque, including: determining a correction coefficient or correction amount based on the road surface adhesion coefficient; wherein the road surface adhesion coefficient is positively correlated with the correction coefficient, and the road surface adhesion coefficient is negatively correlated with the correction amount; correcting the front axle adhesion torque based on the correction coefficient or correction amount, to obtain the corrected front axle adhesion torque, and correcting the rear axle adhesion torque based on the correction coefficient or correction amount, to obtain the corrected rear axle adhesion torque.
[0023] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the acquisition module is specifically used to: acquire the actual load of the front axle and the actual load of the rear axle of the vehicle, including: acquiring the static load of the front axle, the static load of the rear axle, and the load transfer amount between the front axle and the rear axle; determining the actual load of the front axle based on the static load of the front axle and the load transfer amount, and determining the actual load of the rear axle based on the static load of the rear axle and the load transfer amount.
[0024] In conjunction with the second aspect and the above implementation methods, in some implementation methods of the second aspect, the acquisition module is specifically used to: determine the actual load of the front axle based on the front axle static load and the load transfer amount, and determine the actual load of the rear axle based on the rear axle static load and the load transfer amount, including: when the vehicle is in an uphill condition or the vehicle is driving on a flat road, taking the difference between the front axle static load and the load transfer amount as the actual load of the front axle, and taking the sum of the rear axle static load and the load transfer amount as the actual load of the rear axle.
[0025] Thirdly, an electronic device is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the electronic device to perform the methods of the first aspect or any possible implementation thereof.
[0026] Fourthly, a vehicle is provided that includes electronic equipment for performing any of the methods described above.
[0027] Fifthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.
[0028] In a sixth aspect, a non-volatile storage medium is provided, which stores computer program code that, when executed on a computer, causes the computer to perform the method described in the first aspect or any possible implementation thereof. Attached Figure Description
[0029] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.
[0030] Figure 2 This is a schematic diagram of a vehicle on a sloping road surface provided in an embodiment of this application.
[0031] Figure 3 This is a schematic flowchart of another vehicle control method provided in the embodiments of this application.
[0032] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.
[0033] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation
[0034] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.
[0035] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.
[0036] In related technologies, when a vehicle is accelerating on a flat road or a sloping road, it usually relies on a fixed torque distribution strategy to distribute power. However, this fixed torque distribution method cannot be flexibly adjusted according to the vehicle's real-time axle load and adhesion coefficient, which may cause the front and rear axles of the vehicle to slip due to unreasonable power distribution, thereby causing the vehicle to veer off course or become unstable.
[0037] To at least address the aforementioned problems, this application provides a vehicle control method applied to a vehicle controller. This method avoids vehicle deviation or instability during acceleration, thereby improving vehicle driving safety.
[0038] Figure 1 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application.
[0039] For example, such as Figure 1 As shown, the method 100 includes: Step 101: While the vehicle is accelerating, obtain the actual load on the front axle and the actual load on the rear axle.
[0040] Step 102: Determine the front axle limiting torque of the vehicle based on the actual load on the front axle, and determine the rear axle limiting torque of the vehicle based on the actual load on the rear axle.
[0041] Step 103: Based on the front axle limit torque and the rear axle limit torque, limit the actual torque of the vehicle's front axle and the actual torque of the rear axle.
[0042] In this embodiment, since the actual loads on the front and rear axles change during vehicle acceleration, the limiting torques of the front and rear axles calculated based on the real-time changes in the actual loads also change in real time. This method of determining the limiting torque can overcome the limitations of the fixed torque distribution method in the prior art, so as to achieve the purpose of real-time distribution of the limiting torque. This ensures that the front and rear axles can work within a reasonable torque range during vehicle acceleration, avoiding problems such as vehicle deviation or instability, thereby improving the safety and stability of the vehicle during acceleration and enhancing the user's driving experience.
[0043] The following is about Figure 1 The implementation of each step in the illustrated embodiment will be explained in detail.
[0044] Regarding step 101, it is understood that when the vehicle is detected to be accelerating, the load distribution on the front and rear axles will inevitably change due to the vehicle's inertia. Therefore, the vehicle controller can acquire the actual load on the front and rear axles in real time. The aforementioned actual load on the front axle refers to the actual vertical weight borne by the front axle, and the aforementioned actual load on the rear axle refers to the actual vertical weight borne by the rear axle.
[0045] In some embodiments, obtaining the actual load on the front axle and the actual load on the rear axle of the vehicle includes: obtaining the static load on the front axle, the static load on the rear axle, and the load transfer amount between the front axle and the rear axle; determining the actual load on the front axle based on the static load on the front axle and the load transfer amount, and determining the actual load on the rear axle based on the static load on the rear axle and the load transfer amount.
[0046] It is understood that the aforementioned front axle static load refers to the actual load on the front axle when the vehicle is stationary, also known as the front axle load. The aforementioned rear axle static load refers to the actual load on the rear axle when the vehicle is stationary, also known as the rear axle load.
[0047] When a vehicle is accelerating, its inertia causes the load on the front axle to shift to the rear axle. In other words, the load transfer mentioned above refers to the load transferred from the front axle to the rear axle. This load transfer amount can be calculated using the following formula 1: Formula 1 Among them, the above The above represents the load transfer amount, in N; m represents the vehicle mass, in kg; a ... vehicle mass, in kg; a represents the vehicle mass, in kg; a represents the vehicle mass, in kg; a represents the vehicle mass, in kg; a represents the vehicle mass, in kg; a represents the vehicle mass x The acceleration of the vehicle, measured in m / s². 2 The above h g The height of the vehicle's center of gravity, in mm; the above This refers to the vehicle's wheelbase, in mm.
[0048] Given the calculated load transfer amount, which refers to the load transferred from the front axle to the rear axle, the actual load on the front axle can be determined based on the static load on the front axle and the load transfer amount, and the actual load on the rear axle can be determined based on the static load on the rear axle and the load transfer amount.
[0049] The aforementioned technical solution accurately determines the actual loads on the front and rear axles by comprehensively considering the static loads on the front and rear axles, as well as the load transfer between them. This method more realistically reflects the actual stress conditions on the front and rear axles during actual vehicle operation, making the calculated actual loads closer to reality. This provides more accurate data support for subsequent real-time torque distribution based on actual loads.
[0050] In some embodiments, determining the actual load on the front axle based on the front axle static load and the load transfer amount, and determining the actual load on the rear axle based on the rear axle static load and the load transfer amount, includes: when the vehicle is in an uphill condition or the vehicle is traveling on a flat road, taking the difference between the front axle static load and the load transfer amount as the actual load on the front axle, and taking the sum of the rear axle static load and the load transfer amount as the actual load on the rear axle.
[0051] It is understandable that when a vehicle is driving uphill or on a flat road, the load on the front axle will transfer to the rear axle during acceleration. Therefore, the actual load on the front axle can be determined by the difference between the static load on the front axle and the amount of load transfer, and the actual load on the rear axle can be determined by the sum of the static load on the rear axle and the amount of load transfer. Specifically, this can be calculated using formulas 2 and 3 below: Formula 2 Formula 3 For example, when the vehicle is in an uphill driving condition, such as Figure 2 As shown, Figure 2 This is a schematic diagram of a vehicle on a sloping road surface provided in an embodiment of this application. Figure 2 In the middle, the road surface slope is The vehicle's weight can be divided into a component acting down the slope and a component perpendicular to the slope. When the vehicle is stationary on the slope, the static load on the front axle is... The static load on the rear axle of the vehicle is .
[0052] Where m represents the mass of the vehicle in kg, and g represents the acceleration due to gravity in m / s². 2 The above h gThe value is the vehicle's center of gravity height, in mm; l is the vehicle's wheelbase, in mm; a is the distance from the front axle center to the center of gravity, in mm; b is the distance from the rear axle center to the center of gravity, in mm.
[0053] In this case, the actual load on the front axle That is, the actual load on the front axle Rear axle actual load That is, the actual load on the rear axle .
[0054] When the vehicle is traveling on a flat road, refer to the above. Figure 2 The above can be Interpreted as 0, when When the value is 0, it indicates that the vehicle is on a flat road surface. At this time, the static load on the front axle of the vehicle is... The static load on the rear axle of the vehicle is .
[0055] In this case, the actual load on the front axle That is, the actual load on the front axle Rear axle actual load That is, the actual load on the rear axle .
[0056] In addition, in practical applications, vehicles may also accelerate downhill. In this case, refer to the above... Figure 2 The above can be Understand as - ,when =- When the time is specified, it indicates that the vehicle is currently on a downhill road. At this time, the static load on the front axle of the vehicle is... The static load on the rear axle of the vehicle is .
[0057] In this case, the actual load on the front axle That is, the actual load on the front axle Rear axle actual load That is, the actual load on the rear axle .
[0058] The aforementioned technical solution determines the actual load on the front axle by calculating the difference between the static load and the load transfer amount, and simultaneously determines the actual load on the rear axle by summing the static load and the load transfer amount. This calculation method fully considers the load transfer phenomenon caused by changes in gradient or dynamic operation during vehicle operation. By introducing the load transfer amount for dynamic adjustment, it ensures that the calculation results are closer to the actual situation. This accurate load determination method helps provide reliable data support for the vehicle's torque distribution.
[0059] For step 102, it is understood that after obtaining the actual load on the front axle and the actual load on the rear axle, the vehicle controller calculates the front axle limiting torque and the rear axle limiting torque of the vehicle based on the actual load on the front axle and the actual load on the rear axle, respectively.
[0060] In some embodiments, determining the front axle limiting torque of a vehicle based on the actual front axle load and determining the rear axle limiting torque of a vehicle based on the actual rear axle load includes: determining the front axle adhesion torque of a vehicle based on the actual front axle load and determining the rear axle adhesion torque of a vehicle based on the actual rear axle load; determining the front axle limiting torque of a vehicle based on the front axle adhesion torque and determining the rear axle limiting torque of a vehicle based on the rear axle adhesion torque.
[0061] Understandably, the vehicle controller calculates the front axle adhesion torque and rear axle adhesion torque based on the actual loads on the front and rear axles, respectively, and then determines the front axle limiting torque and rear axle limiting torque based on these torques. The aforementioned front axle adhesion torque can also be referred to as the front wheel adhesion torque, and the aforementioned rear axle adhesion torque can also be referred to as the rear wheel adhesion torque.
[0062] Specifically, the front axle adhesion torque and the rear axle adhesion torque can be calculated using the following formulas 4 and 5 respectively: Formula 4 Formula 5 Among them, the above This refers to the actual load on the front axle, in N; the above The actual load on the rear axle is in N; r is the tire radius in meters; and u is the coefficient of adhesion.
[0063] Given the front axle adhesion torque and the rear axle adhesion torque, determine the front axle limiting torque and the rear axle limiting torque based on the front axle adhesion torque and the rear axle adhesion torque, respectively.
[0064] The above technical solution calculates the corresponding front and rear axle adhesion torques in real time based on the actual loads of the front and rear axles. Then, based on these calculated adhesion torques, it further determines the front and rear axle limiting torques in real time. Because this solution can calculate the load distribution on the front and rear axles in real time, the adhesion torque calculated based on the actual load distribution more closely reflects the vehicle's current condition, avoiding calculation errors caused by lagging or inaccurate load data. Furthermore, the real-time calculation of the limiting torques ensures that the setting of the limiting torques always closely follows the vehicle's actual driving conditions. Regardless of load changes, the limiting torques can be adjusted quickly and accurately, improving the vehicle's driving stability and safety.
[0065] In some embodiments, determining the front axle limiting torque of a vehicle based on the front axle adhesion torque and determining the rear axle limiting torque of a vehicle based on the rear axle adhesion torque includes: correcting the front axle adhesion torque based on the road surface adhesion coefficient of the road surface where the vehicle is located to obtain a corrected front axle adhesion torque; correcting the rear axle adhesion torque based on the road surface adhesion coefficient to obtain a corrected rear axle adhesion torque; determining the front axle limiting torque based on the corrected front axle adhesion torque; and determining the rear axle limiting torque based on the corrected rear axle adhesion torque.
[0066] Understandably, given the front axle adhesion torque and the rear axle adhesion torque, the front axle adhesion torque and the rear axle adhesion torque can be modified according to the road surface adhesion coefficient of the road surface where the vehicle is located, so that the obtained front axle adhesion torque and rear axle adhesion torque are more in line with the changes in the road surface adhesion coefficient.
[0067] The aforementioned technical solution modifies the adhesion torque of the front and rear axles by incorporating the road surface adhesion coefficient, thereby determining the limiting torque for both axles. This method fully considers the significant impact of different road conditions on vehicle adhesion. By modifying the adhesion torque using the road surface adhesion coefficient, the modified adhesion torque more closely reflects the actual road conditions. Based on this, the limiting torque is determined, thus not only improving vehicle safety and stability but also fully utilizing the vehicle's power potential under various road conditions.
[0068] To prevent tire slippage caused by excessive torque output from the front and rear axles, a certain amount of torque can be reserved for both axles. Specifically, the corrected front axle adhesion torque should be less than or equal to the original front axle adhesion torque, and the corrected rear axle adhesion torque should be less than or equal to the original rear axle adhesion torque. This results in smaller front axle limiting torque and smaller rear axle limiting torque derived from the corrected front and rear axle adhesion torques. Smaller front and rear axle limiting torques lower the upper limits of the actual output torque on both axles, preventing the actual front axle output torque from exceeding the front axle adhesion torque, and vice versa, thus preventing vehicle slippage.
[0069] In some embodiments, the front axle adhesion torque is corrected based on the road surface adhesion coefficient of the road surface where the vehicle is located to obtain a corrected front axle adhesion torque, and the rear axle adhesion torque is corrected based on the road surface adhesion coefficient to obtain a corrected rear axle adhesion torque, including: determining a correction coefficient or correction amount based on the road surface adhesion coefficient; wherein the road surface adhesion coefficient is positively correlated with the correction coefficient and negatively correlated with the correction amount; correcting the front axle adhesion torque based on the correction coefficient or correction amount to obtain a corrected front axle adhesion torque, and correcting the rear axle adhesion torque based on the correction coefficient or correction amount to obtain a corrected rear axle adhesion torque.
[0070] It is understandable that the above-mentioned road surface adhesion coefficient and correction coefficient are positively correlated, that is, the larger the road surface adhesion coefficient, the larger the correction coefficient. The above-mentioned road surface adhesion coefficient and correction amount are negatively correlated, that is, the larger the road surface adhesion coefficient, the smaller the correction amount.
[0071] Specifically, based on the road surface adhesion coefficient, the correction coefficient or correction amount is determined, including: based on the road surface adhesion coefficient, querying the preset correspondence to determine the correction coefficient or correction amount.
[0072] The above-mentioned preset correspondence is used to describe the relationship between the road surface adhesion coefficient and the correction coefficient or correction amount. In the above-mentioned preset correspondence, the road surface adhesion coefficient and the correction coefficient are positively correlated, and the road surface adhesion coefficient and the correction amount are negatively correlated.
[0073] In one possible implementation, when correcting the front axle adhesion torque and the rear axle adhesion torque based on the above correction coefficient, the product of the front axle adhesion torque and the correction coefficient and the product of the rear axle adhesion torque and the correction coefficient can be calculated respectively to obtain the corrected front axle adhesion torque and the corrected rear axle adhesion torque.
[0074] The higher the coefficient of friction of the road surface, the greater the friction between the vehicle's tires and the road surface. In this case, the vehicle needs to output more torque to meet the overall driving requirements. At the same time, considering that some torque needs to be reserved for the front and rear axles to prevent the front and rear wheels from slipping, and considering that the correction coefficient is a number greater than 0 and less than 1, the higher the coefficient of friction, the larger the correction coefficient also needs to be. This ensures that the overall driving requirements of the vehicle are met while reserving some torque for the front and rear axles. Therefore, the higher the coefficient of friction, the larger the correction coefficient.
[0075] In another possible implementation, when correcting the front axle adhesion torque and the rear axle adhesion torque based on the correction amount, the difference between the front axle adhesion torque and the correction amount and the difference between the rear axle adhesion torque and the correction amount can be calculated respectively to obtain the corrected front axle adhesion torque and the corrected rear axle adhesion torque.
[0076] The higher the coefficient of friction of the road surface, the greater the friction between the vehicle's tires and the road surface. In this case, the vehicle needs to output more torque to meet the overall driving requirements. At the same time, considering that some torque needs to be reserved for the front and rear axles to prevent the front and rear wheels from slipping, and considering that the correction amount is a number greater than 0, the higher the coefficient of friction, the smaller the correction amount needs to be. This way, the overall driving requirements of the vehicle can be met while reserving some torque for the front and rear axles. Therefore, the higher the coefficient of friction, the smaller the correction amount.
[0077] The aforementioned technical solution determines the correction coefficient or correction amount by querying a preset correspondence based on the road surface adhesion coefficient, thereby correcting the adhesion torque of the front and rear axles. This method accurately determines the correction coefficient or correction amount based on the road surface adhesion coefficient through a preset correspondence, reasonably correcting the front and rear axle adhesion torques. This ensures that the corrected front and rear axle adhesion torques better match the current road conditions, thus guaranteeing that the vehicle can achieve reasonable and precise power distribution under different road conditions, thereby improving the vehicle's driving safety and stability.
[0078] In some embodiments, the aforementioned correction coefficient or correction amount may also be determined based on the vehicle's driving mode.
[0079] Taking vehicle driving modes, including Standard, Eco, Sport, and Mud / Sand modes, as an example, since the Standard and Eco modes aim to improve vehicle stability, when the vehicle is in Standard or Eco mode, the correction coefficient is greater than 0 and less than 1, and the correction amount is greater than 0. This is used to reduce the front and rear axle adhesion torque, thereby improving vehicle driving stability. Furthermore, the road surface adhesion coefficient is positively correlated with the correction coefficient, and negatively correlated with the correction amount.
[0080] Since the aforementioned Sport and Mud / Sand modes are designed to enhance vehicle power, and a small amount of slippage is beneficial for improving power (meaning that a slightly higher driving torque than the adhesion torque is advantageous), when the vehicle is in Sport or Mud / Sand mode, the correction coefficient can be slightly greater than 1, and the correction amount should be slightly less than 0. In this case, the corrected front axle adhesion torque, calculated by multiplying the front axle adhesion torque by the correction coefficient, can be slightly greater than the original front axle adhesion torque. Similarly, the corrected rear axle adhesion torque, calculated by multiplying the rear axle adhesion torque by the correction coefficient, can be slightly greater than the original rear axle adhesion torque. This approach aims to meet the power requirements of Sport and Mud / Sand modes while minimizing vehicle slippage.
[0081] In some embodiments, determining a front axle limiting torque based on a modified front axle adhesion torque and a rear axle limiting torque based on a modified rear axle adhesion torque includes: obtaining the maximum available torque of the front axle and the maximum available torque of the rear axle of the vehicle; taking the minimum of the modified front axle adhesion torque and the maximum available torque of the front axle as the front axle limiting torque, and taking the minimum of the modified rear axle adhesion torque and the maximum available torque of the rear axle as the rear axle limiting torque.
[0082] It is understandable that the maximum available torque of the front axle can be understood as the maximum torque that the front axle can bear, and the maximum available torque of the rear axle can be understood as the maximum torque that the rear axle can bear.
[0083] Given the corrected front axle adhesion torque and the corrected rear axle adhesion torque, the smaller of the maximum available front axle torque and the corrected front axle adhesion torque is taken as the front axle limiting torque, and the smaller of the maximum available rear axle torque and the corrected rear axle adhesion torque is taken as the rear axle limiting torque, which is used to protect the power components of the front and rear axles.
[0084] The above technical solution obtains the maximum available torque of the front axle and the maximum available torque of the rear axle of the vehicle, and compares them with the corrected front axle adhesion torque and the corrected rear axle adhesion torque, respectively. The minimum value is taken to determine the front axle limiting torque and the rear axle limiting torque. This method can ensure that the vehicle avoids safety hazards caused by tire slippage under various road conditions, ensuring the driving safety and stability of the vehicle. It can also make the vehicle's power output as close as possible to the performance limit of its own power components, giving full play to the vehicle's power potential and improving driving efficiency and power performance.
[0085] For step 103, it can be understood that, under the condition of the front axle limit torque and the rear axle limit torque of the vehicle controller, the sum of the output torques of the front axle power source is controlled to be less than or equal to the front axle limit torque, and the sum of the output torques of the rear axle power source is controlled to be less than or equal to the rear axle limit torque, so as to achieve the effect of limiting the actual torque of the front axle and the actual torque of the rear axle.
[0086] In practical applications, torque limiting for both the front and rear axles needs to be achieved by combining the requested torque from the front axle and the requested torque from the rear axle. Specifically, if the requested torque from the front axle is less than or equal to the front axle limit torque, the requested torque is used as the actual torque of the front axle; if the requested torque is greater than the front axle limit torque, the front axle limit torque is used as the actual torque. Similarly, if the requested torque from the rear axle is less than or equal to the rear axle limit torque, the requested torque is used as the actual torque of the rear axle; if the requested torque is greater than the rear axle limit torque, the rear axle limit torque is used as the actual torque of the rear axle, thus achieving torque limiting for both the front and rear axles.
[0087] The following examples will illustrate the calculation methods for front axle adhesion torque and rear axle adhesion torque: Assume the mass m is 3506 kg and the height of the center of mass h is... g The diameter is 736 mm, the wheelbase is 3000 mm, the tire radius is 0.414 m, and the acceleration is a. x 8m / s 2 The acceleration due to gravity g is 9.8 m / s². 2 The adhesion coefficient is 0.9, and the road surface slope is... The angle is 30°, the distance 'a' from the front axle center to the center of mass is 1200mm, and the distance 'b' from the rear axle center to the center of mass is 1800mm. Example 1: When the vehicle is going uphill and accelerating, the static load on the front axle is... That is, front axle static load Approximately 13638N, the static load on the rear axle is That is, the static load on the rear axle Approximately 22068N, load transfer amount That is, load transfer amount Approximately 6881N, at this point, the actual load on the front axle is the difference between the static load and the load transfer amount, i.e., the actual load on the front axle. Approximately 6757N, the actual load on the rear axle is the sum of the static load and the load transfer, i.e., the actual load on the rear axle. It is approximately equal to 28949N. Based on the adhesion coefficient and tire radius, the front axle adhesion torque can be calculated to be approximately 2517Nm, and the rear axle adhesion torque can be calculated to be approximately 10786Nm.
[0088] Example 2: When the vehicle is on a flat road and accelerating, the static load on the front axle is... That is, front axle static load Approximately 20615N, the static load on the rear axle is That is, the static load on the rear axle Approximately 13744N, load transfer amount That is, load transfer amount Approximately 6881N, at this point, the actual load on the front axle is the difference between the static load and the load transfer amount, i.e., the actual load on the front axle. Approximately 13734N, the actual load on the rear axle is the sum of the static load and the load transfer, i.e., the actual load on the rear axle. It is approximately equal to 20625N. Based on the adhesion coefficient and tire radius, the front axle adhesion torque can be calculated to be approximately 5117Nm and the rear axle adhesion torque to be approximately 7685Nm.
[0089] Example 3: When the vehicle is going downhill and accelerating, the static load on the front axle is... That is, front axle static load Approximately 22068N, the static load on the rear axle is That is, the static load on the rear axle Approximately 13638N, load transfer amount That is, load transfer amount Approximately 6881N, at this point, the actual load on the front axle is the difference between the static load and the load transfer amount, i.e., the actual load on the front axle. Approximately 15187N, the actual load on the rear axle is the sum of the static load and the load transfer, i.e., the actual load on the rear axle. It is approximately equal to 20519N. Based on the adhesion coefficient and tire radius, the front axle adhesion torque can be calculated to be approximately 5659Nm, and the rear axle adhesion torque can be calculated to be approximately 7645Nm.
[0090] Given the front axle adhesion torque and rear axle adhesion torque under different conditions, a correction coefficient or correction amount is obtained by querying a preset correspondence based on the road adhesion coefficient, thereby obtaining the corrected front axle adhesion torque and the corrected rear axle adhesion torque. Furthermore, by combining the maximum available torque of the front axle and the maximum available torque of the rear axle, the minimum value of the corrected front axle adhesion torque and the maximum available torque of the front axle are determined as the front axle limiting torque, and the minimum value of the corrected rear axle adhesion torque and the maximum available torque of the rear axle are determined as the rear axle limiting torque.
[0091] Figure 3 This is a schematic flowchart of another vehicle control method provided in the embodiments of this application.
[0092] For example, such as Figure 3 As shown, the method 300 includes: Step 301: While the vehicle is accelerating, obtain the static load on the front axle, the static load on the rear axle, and the load transfer amount between the front and rear axles.
[0093] Step 302: Determine the actual load on the front axle based on the static load and load transfer amount on the front axle, and determine the actual load on the rear axle based on the static load and load transfer amount on the rear axle.
[0094] Step 303: Determine the front axle adhesion torque of the vehicle based on the actual load on the front axle, and determine the rear axle adhesion torque of the vehicle based on the actual load on the rear axle.
[0095] Step 304: Based on the road surface adhesion coefficient of the road surface where the vehicle is located, the front axle adhesion torque is corrected to obtain the corrected front axle adhesion torque. Based on the road surface adhesion coefficient, the rear axle adhesion torque is corrected to obtain the corrected rear axle adhesion torque.
[0096] Step 305: Determine the front axle limiting torque based on the corrected front axle adhesion torque, and determine the rear axle limiting torque based on the corrected rear axle adhesion torque.
[0097] Step 306: Based on the front axle limit torque and the rear axle limit torque, limit the actual torque of the vehicle's front axle and the actual torque of the rear axle.
[0098] In summary, the vehicle control method provided in this application has the following beneficial effects: By comprehensively considering factors such as the front axle static load, rear axle static load, load transfer, and road surface adhesion coefficient during vehicle acceleration, the torque of the front and rear axles is precisely limited. Specifically, during vehicle acceleration, the loads on the front and rear axles dynamically change due to inertia, and static loads alone cannot accurately reflect the actual stress situation. By acquiring the front axle static load, rear axle static load, and load transfer, and determining the actual front and rear axle loads accordingly, the actual load distribution of the front and rear axles during acceleration can be more realistically reflected. This allows for the calculation of the front and rear axle adhesion torques based on the actual load distribution. Furthermore, considering that the road surface adhesion coefficient is a key factor affecting tire-road friction, the front and rear axle adhesion torques are corrected based on the road surface adhesion coefficient. This results in corrected front and rear axle adhesion torques that better match current road conditions, ensuring safe driving on various road surfaces and improving the vehicle's adaptability to different environments. Based on this, the front axle limiting torque and rear axle limiting torque are further determined based on the corrected adhesion torque, and the actual torque is limited. This not only reduces slippage during vehicle acceleration and improves vehicle driving stability, but also prevents vehicle deviation or instability caused by slippage, thereby improving vehicle driving safety.
[0099] Figure 4 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.
[0100] For example, such as Figure 4 As shown, the device 400 includes: The acquisition module 401 is used to acquire the actual load on the front axle and the actual load on the rear axle of the vehicle when the vehicle is accelerating.
[0101] The determination module 402 is used to determine the front axle limiting torque of the vehicle based on the actual load on the front axle, and to determine the rear axle limiting torque of the vehicle based on the actual load on the rear axle.
[0102] The limiting module 403 is used to limit the actual torque of the front axle and the actual torque of the rear axle of the vehicle based on the front axle limiting torque and the rear axle limiting torque.
[0103] In one possible implementation, the determining module is specifically used to: determine the front axle limiting torque of the vehicle based on the actual load on the front axle, and determine the rear axle limiting torque of the vehicle based on the actual load on the rear axle, including: determining the front axle adhesion torque of the vehicle based on the actual load on the front axle, and determining the rear axle adhesion torque of the vehicle based on the actual load on the rear axle; determining the front axle limiting torque of the vehicle based on the front axle adhesion torque, and determining the rear axle limiting torque of the vehicle based on the rear axle adhesion torque.
[0104] In one possible implementation, the determining module is specifically used to: determine the front axle limiting torque of the vehicle based on the front axle adhesion torque, and determine the rear axle limiting torque of the vehicle based on the rear axle adhesion torque, including: correcting the front axle adhesion torque based on the road surface adhesion coefficient of the road surface where the vehicle is located to obtain a corrected front axle adhesion torque, and correcting the rear axle adhesion torque based on the road surface adhesion coefficient to obtain a corrected rear axle adhesion torque; determining the front axle limiting torque based on the corrected front axle adhesion torque, and determining the rear axle limiting torque based on the corrected rear axle adhesion torque.
[0105] In one possible implementation, the determining module is specifically used to: determine the front axle limiting torque based on the corrected front axle adhesion torque, and determine the rear axle limiting torque based on the corrected rear axle adhesion torque, including: obtaining the maximum available torque of the front axle and the maximum available torque of the rear axle of the vehicle; taking the minimum value between the corrected front axle adhesion torque and the maximum available torque of the front axle as the front axle limiting torque, and taking the minimum value between the corrected rear axle adhesion torque and the maximum available torque of the rear axle as the rear axle limiting torque.
[0106] In one possible implementation, the determining module is specifically used to: correct the front axle adhesion torque based on the road surface adhesion coefficient of the road surface where the vehicle is located, to obtain the corrected front axle adhesion torque, and correct the rear axle adhesion torque based on the road surface adhesion coefficient, to obtain the corrected rear axle adhesion torque, including: determining a correction coefficient or correction amount based on the road surface adhesion coefficient; wherein the road surface adhesion coefficient and the correction coefficient are positively correlated, and the road surface adhesion coefficient and the correction amount are negatively correlated; correcting the front axle adhesion torque based on the correction coefficient or correction amount, to obtain the corrected front axle adhesion torque, and correcting the rear axle adhesion torque based on the correction coefficient or correction amount, to obtain the corrected rear axle adhesion torque.
[0107] In one possible implementation, the acquisition module is specifically used to: acquire the actual load of the front axle and the actual load of the rear axle of the vehicle, including: acquiring the static load of the front axle, the static load of the rear axle, and the load transfer amount between the front axle and the rear axle; determining the actual load of the front axle based on the static load of the front axle and the load transfer amount, and determining the actual load of the rear axle based on the static load of the rear axle and the load transfer amount.
[0108] Figure 5 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.
[0109] For example, such as Figure 5 As shown, the electronic device 500 includes a memory 501 and a processor 502. The memory 501 stores executable program code 5011, and the processor 502 is used to call and execute the executable program code 5011 to perform a vehicle control method.
[0110] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided in embodiments of this application.
[0111] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.
[0112] When the functional modules are divided according to their respective functions, the device may also include an acquisition module, a determination module, and a restriction module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced to the functional descriptions of the corresponding functional modules, and will not be repeated here.
[0113] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described implementation method.
[0114] When using integrated units, the device may include a processing module and a storage module. When applied to an electronic device, the processing module can be used to control and manage the operation of the electronic device. The storage module can be used to support the execution of relevant program code by the electronic device.
[0115] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.
[0116] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.
[0117] This embodiment also provides a vehicle, which includes electronic equipment for performing a vehicle control method provided in the above embodiment.
[0118] This embodiment also provides a non-volatile storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a vehicle control method provided in the above embodiment.
[0119] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method provided in the above embodiment.
[0120] In this embodiment, the device, non-volatile storage medium, computer program product or chip are all used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can be referred to the beneficial effects of the corresponding method provided above, and will not be repeated here.
[0121] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.
[0122] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.
[0123] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.
Claims
1. A method for controlling a vehicle, characterized in that, The method includes: When the vehicle is accelerating, obtain the actual load on the front axle and the actual load on the rear axle of the vehicle. Based on the actual load on the front axle, the front axle limiting torque of the vehicle is determined, and based on the actual load on the rear axle, the rear axle limiting torque of the vehicle is determined. Based on the front axle limiting torque and the rear axle limiting torque, the actual torque of the front axle and the actual torque of the rear axle of the vehicle are limited.
2. The method according to claim 1, characterized in that, The process of determining the front axle limiting torque of the vehicle based on the actual front axle load and the rear axle limiting torque of the vehicle based on the actual rear axle load includes: Based on the actual load on the front axle, the front axle adhesion torque of the vehicle is determined, and based on the actual load on the rear axle, the rear axle adhesion torque of the vehicle is determined. Based on the front axle adhesion torque, the front axle limiting torque of the vehicle is determined, and based on the rear axle adhesion torque, the rear axle limiting torque of the vehicle is determined.
3. The method according to claim 2, characterized in that, The process of determining the front axle limiting torque of the vehicle based on the front axle adhesion torque, and determining the rear axle limiting torque of the vehicle based on the rear axle adhesion torque, includes: Based on the road surface adhesion coefficient of the road surface where the vehicle is located, the front axle adhesion torque is corrected to obtain the corrected front axle adhesion torque, and based on the road surface adhesion coefficient, the rear axle adhesion torque is corrected to obtain the corrected rear axle adhesion torque. The front axle limiting torque is determined based on the corrected front axle adhesion torque, and the rear axle limiting torque is determined based on the corrected rear axle adhesion torque.
4. The method according to claim 3, characterized in that, The process of determining the front axle limiting torque based on the corrected front axle adhesion torque, and determining the rear axle limiting torque based on the corrected rear axle adhesion torque, includes: Obtain the maximum available torque of the front axle and the maximum available torque of the rear axle of the vehicle; The minimum value between the corrected front axle adhesion torque and the maximum available front axle torque is taken as the front axle limiting torque, and the minimum value between the corrected rear axle adhesion torque and the maximum available rear axle torque is taken as the rear axle limiting torque.
5. The method according to claim 3, characterized in that, The process of correcting the front axle adhesion torque based on the road surface adhesion coefficient of the road surface where the vehicle is located, to obtain a corrected front axle adhesion torque, and correcting the rear axle adhesion torque based on the road surface adhesion coefficient, to obtain a corrected rear axle adhesion torque, includes: Based on the road surface adhesion coefficient, a correction coefficient or correction amount is determined; wherein the road surface adhesion coefficient is positively correlated with the correction coefficient, and the road surface adhesion coefficient is negatively correlated with the correction amount; Based on the correction factor or the correction amount, the front axle adhesion torque is corrected to obtain the corrected front axle adhesion torque, and based on the correction factor or the correction amount, the rear axle adhesion torque is corrected to obtain the corrected rear axle adhesion torque.
6. The method according to claim 1, characterized in that, The process of obtaining the actual load on the front axle and the actual load on the rear axle of the vehicle includes: The static load on the front axle, the static load on the rear axle, and the load transfer between the front and rear axles of the vehicle are obtained. The actual load on the front axle is determined based on the static load on the front axle and the load transfer amount, and the actual load on the rear axle is determined based on the static load on the rear axle and the load transfer amount.
7. The method according to claim 6, characterized in that, The determination of the actual load on the front axle based on the static load on the front axle and the load transfer amount, and the determination of the actual load on the rear axle based on the static load on the rear axle and the load transfer amount, includes: When the vehicle is in an uphill condition or the vehicle is traveling on a flat road, the difference between the front axle static load and the load transfer amount is taken as the front axle actual load, and the sum of the rear axle static load and the load transfer amount is taken as the rear axle actual load.
8. An electronic device, characterized in that, The electronic device includes: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the electronic device to perform the method as described in any one of claims 1 to 7.
9. A vehicle, characterized in that, The vehicle includes the electronic equipment as described in claim 8.
10. A non-volatile storage medium, characterized in that, The non-volatile storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 7.